Power connection for a vehicular acceleration input control apparatus

ABSTRACT

A vehicular acceleration input control apparatus is disclosed. The example apparatus includes a power circuit electrically connected to a wiring harness that connects a vehicular control module to accelerator pedal position sensors. The power circuit includes a first power supply line connected to a first harness power wire of the wiring harness and a second power supply line connected to a second harness power wire of the wiring harness. The power circuit also includes a ground line connected to at least one of a first harness ground wire and a second harness ground wire of the wiring harness. The example apparatus also includes a processor electrically connected to and configured to receive power from the power circuit. The processor is configured to adjust acceleration input control signals from acceleration pedal position sensors of an acceleration pedal for transmission to the vehicular control module.

RELATED APPLICATIONS

This application is related to U.S. non-provisional application Ser. No.13/286,849, now U.S. Pat. No. 9,481,375, filed Jun. 7, 2012, andentitled “METHOD AND APPARATUS TO ADJUST FOR UNDESIRED FORCE INFLUENCINGA VEHICLE INPUT CONTROL”, which claims priority of U.S. provisionalapplication, Ser. No. 61/419,411, filed Dec. 3, 2010, and entitled“SYSTEM AND METHOD FOR IMPROVING THE FUEL ECONOMY AND ENERGY EFFICIENCYOF MOVING VEHICLES”, U.S. provisional application, Ser. No. 61/423,082,filed Dec. 14, 2010, and entitled “SYSTEM AND METHOD FOR IMPROVING THEFUEL ECONOMY AND ENERGY EFFICIENCY OF MOVING VEHICLES”, and U.S.provisional application, Ser. No. 61/477,023, filed Apr. 19, 2011, andentitled “SYSTEM AND METHOD FOR IMPROVING THE FUEL ECONOMY AND ENERGYEFFICIENCY OF MOVING VEHICLES.” This application incorporates U.S.application, Ser. Nos. 13/286,849, 61/419,411, 61/423,082, and61/477,023 in their entireties by reference.

BACKGROUND

Many critical functions on a vehicle are required by Federal Standardsor Regulations in the United States to have redundant features in theevent of a failure. For instance, modern drive-by-wire vehicles arerequired to have at least two redundant circuits for measuring anAccelerator Pedal Position (“APP”). Each APP circuit typically isconnected between a vehicle's Electronic Control Unit (“ECU”) and arespective APP sensor. Many APP circuits have a power supply wire (e.g.,a 5-volt wire), a ground wire, and a return signal wire. However, someAPP circuits may have two or more return signal wires.

Known aftermarket devices are configured to improve or otherwise altervehicle performance by connecting inline to one or more wiring harnessesand adjusting or replacing information. The known devices are configuredto connect, for example, to both return signal lines of APP circuits toenable adjustment of an acceleration signal. The known devices areusually powered by routing a power and ground line to a power junctionbox within the vehicle. This routing generally requires substantiveeffort by an installer to route wires through a dashboard or otherinterior components of the vehicle to reach a junction box. Other knowndevices may include a battery. However, the lifespan of these devices islimited by battery life or requires an end-user to periodically changethe battery.

SUMMARY

The present disclosure provides a new and innovative vehicularacceleration input control apparatus that is configured to obtain powerfrom a vehicle's wiring harness without degrading vehicle performance oroperation. In an example, a vehicular acceleration input controlapparatus is configured to connect to both harness power supply wires ofAPP circuits to draw sufficient current for operation. The presence ofthe redundant APP circuit doubles the available power for the vehicularacceleration input control apparatus. Coupling to both harness powersupply wires balances the load between the two APP circuits, therebypreventing a load balance error to be detected by the ECU.

In an example embodiment, a vehicular acceleration input controlapparatus includes a power circuit adapted to be electrically connectedto a wiring harness connecting a vehicular control module (e.g., an ECU)to accelerator pedal position sensors, which are connected to anacceleration pedal. The wiring harness includes a first harness powerwire, a first harness ground wire, and a first harness signal wireadapted to be connected to a first acceleration pedal position sensor,and a second harness power wire, a second harness ground wire, and asecond harness signal wire adapted to be connected to a second pedalposition acceleration sensor. The example power circuit includes a firstpower supply line adapted to be connected to the first harness powerwire, a second power supply line adapted to be connected to the secondharness power wire, and a ground line adapted to be connected to atleast one of the first harness ground wire and the second harness groundwire. The example apparatus also includes a processor electricallyconnected to and configured to receive power from the power circuit. Theprocessor is configured to receive acceleration input control signalsfrom the acceleration pedal position sensors, provide an adjustment tothe acceleration input control signals based on instructions stored in amemory communicatively coupled to the processor, and transmit theadjusted acceleration input control signals to the vehicular controlmodule via the first harness signal wire and the second harness signalwire.

In another example embodiment, a vehicular acceleration input controlapparatus includes a power circuit adapted to be electrically connectedto a wiring harness that connects a vehicular control module toaccelerator pedal position sensors, which are connected to anacceleration pedal. The example power circuit includes a first powersupply line adapted to be connected to a first harness power wire of thewiring harness, a second power supply line adapted to be connected to asecond harness power wire of the wiring harness, and a ground lineadapted to be connected to at least one of a first harness ground wireand a second harness ground wire of the wiring harness. The apparatusalso includes a processor electrically connected to and configured toreceive power from the power circuit. The processor is configured toadjust acceleration input control signals, received from the respectiveacceleration pedal position sensors, for transmission to the vehicularcontrol module.

Additional features and advantages of the disclosed system, method, andapparatus are described in, and will be apparent from, the followingDetailed Description and the Figures.

BRIEF DESCRIPTION OF THE FIGURES

Several example embodiments are described with reference to thedrawings, wherein like components are provided with like referencenumerals. The example embodiments are intended to illustrate, but not tolimit, the invention. The drawings include the following figures:

FIG. 1 illustrates conventional effect on an accelerator input.

FIG. 2A illustrates a functional block diagram of an input controlsystem according to an embodiment.

FIG. 2B illustrates a functional block diagram of the processing moduleof FIG. 2A.

FIG. 3 illustrates a system for providing an adjusted accelerator inputposition signal according to an embodiment.

FIG. 4 illustrates a system for providing an adjusted accelerator inputposition signal without utilizing a force detection unit.

FIG. 5 illustrates an inline implementation of the system coupled withan accelerator pedal assembly and a wire harness according to anembodiment.

FIG. 6A illustrates an exemplary chart depicting data valuesrepresenting various sensors in an automobile impinged by a force, suchas a force caused by the vehicle driving over a bump on a pathway.

FIG. 6B illustrates an exemplary chart depicting data values correlatedwith FIG. 6A time-wise, after adjustment for monitored acceleratorposition signals.

FIG. 7A illustrates an exemplary chart depicting data values collectedon a longer field test from various sensors in the automobile.

FIG. 7B illustrates an exemplary chart depicting data values correlatedwith FIG. 7A time-wise, after adjustment for monitored acceleratorposition signals.

FIG. 8 illustrates a flow diagram depicting a method for providing anadjusted input control according to an embodiment.

FIG. 9 illustrates a flow diagram depicting a detailed method fordetermining an adjustment mode value of FIG. 8 according to anembodiment.

FIG. 10 illustrates a flow diagram depicting a detailed method forutilizing a weighted average to combine at least one operator-selectedmode and at least one system-selected mode to determine an adjustmentmode value of FIG. 9 according to an embodiment.

FIG. 11 illustrates a flow diagram depicting a detailed method fordetermining a system-selected mode of FIG. 9 according to an embodiment.

FIG. 12 illustrates a flow diagram depicting a detailed method foranalyzing input control values and/or force values of FIG. 8 accordingto an embodiment.

FIG. 13 illustrates a flowchart of a method to analyze the current andhistorical input control values to determine the confidence level valueof FIG. 12 according to an embodiment.

FIG. 14 illustrates a flowchart of another method to analyze the currentand historical input control values to determine the confidence levelvalue of FIG. 12 according to an embodiment.

FIG. 15 illustrates a flow diagram depicting a detailed method foranalyzing force values to determine the confidence level value of FIG.12 according to an embodiment.

FIG. 16 illustrates a flow diagram depicting a detailed method fordetermining whether a movement vector is inside or outside a boundaryaccording to an embodiment.

FIG. 17 illustrates an adjustment graph according to an embodiment.

FIG. 18 illustrates a flow diagram depicting a detailed method fordetermining the candidate adjustment value according to an embodiment.

FIG. 19 illustrates a flow diagram depicting a detailed method fordetermining an adjusted input control value of FIG. 8 utilizing thecandidate adjustment value and also, optionally, applyingpost-processing and smoothing to the candidate adjustment valueaccording to an embodiment.

FIG. 20 illustrates a flow diagram depicting a detailed method forutilizing a storage medium with location-based data to post-process thecandidate adjustment value of FIG. 18 according to an embodiment.

FIG. 21 illustrates a flow diagram depicting a detailed method forutilizing a learning system to post-process the candidate adjustmentvalue of FIG. 18 according to an embodiment.

FIG. 22 illustrates a flow diagram depicting a detailed method forsmoothing of the candidate adjustment value of FIG. 18 according to anembodiment.

FIG. 23 illustrates a flow diagram depicting a detailed method forutilizing the input control value and candidate adjustment value todetermine the adjusted input control value of FIG. 18 according to anembodiment.

FIG. 24A shows a diagram of input control circuit of FIGS. 3 to 5,according to an example embodiment of the present disclosure.

FIG. 24B shows a diagram of the input control circuit of FIG. 24Aconnected to a pedal housing of an acceleration pedal, according to anexample embodiment of the present disclosure.

FIG. 25 shows a diagram of the wiring harness of FIG. 5, according to anexample embodiment of the present disclosure.

FIG. 26 shows a diagram of the wiring harness of FIG. 5 electricallyconnected to the input control circuit of FIGS. 2 to 5, according to anexample embodiment of the present disclosure.

FIG. 27 shows a diagram of the input control circuit of FIG. 26 with acapacitor power buffer, according to an example embodiment of thepresent disclosure.

FIG. 28 shows a diagram of the input control circuit 100 of FIG. 26 witha power switch, according to an example embodiment of the presentdisclosure.

DETAILED DESCRIPTION

Embodiments of the present application are directed to a vehicle inputcontrol system. Those of ordinary skill in the art will realize that thefollowing detailed description of the vehicle input control system isillustrative only and is not intended to be in any way limiting. Otherembodiments of the vehicle input control system will readily suggestthemselves to such skilled persons having the benefit of thisdisclosure.

Reference will now be made in detail to implementations of the vehicleinput control system as illustrated in the accompanying drawings. Thesame reference indicators will be used throughout the drawings and thefollowing detailed description to refer to the same or like parts. Inthe interest of clarity, not all of the routine features of theimplementations described herein are shown and described. It will, ofcourse, be appreciated that in the development of any such actualimplementation, numerous implementation-specific decisions must be madein order to achieve the developer's specific goals, such as compliancewith application and business-related constraints, and that thesespecific goals will vary from one implementation to another and from onedeveloper to another. Moreover, it will be appreciated that such adevelopment effort might be complex and time-consuming, but wouldnevertheless be a routine undertaking of engineering for those ofordinary skill in the art having the benefit of this disclosure.

In addition to desired force applied by a vehicle operator, the positionand operation of an input control, such as an accelerator pedal, may beinfluenced by, one or more undesired forces from a variety of sources.Such forces may include extra-vehicular and vehicle-generated forces, aswell as other non-volitional operator-generated forces, individually andcollectively referred to as “undesired forces”.

In an example, undesirable extra-vehicular forces include, but are notlimited to, forces imparted upon a vehicle including, but not limitedto, inertial forces encountered when a vehicle traverses a pathwayobstacle such as bumps, dips, water such as standing water or rain, windforces, and other forces external to the vehicle. In an example,undesirable vehicle-generated forces include, but are not limited to,forces caused by vehicle movements. Vehicle movements include, but arenot limited to, vibrations of the vehicle, such as at harmonicresonances, ballast shifting, actuation or deactivation of subsystemssuch as pumps or motors, and other movements. In an example, undesirableoperator-generated forces include forces made by the operator, such asmuscle movement due to pulse, twitches, muscle fatigue and the like.

As well as a potential generator of undesired forces, a vehicle operatormay also be affected by one or more undesired forces, particularlyundesirable extra-vehicular and undesirable vehicle-generated forces.Individually or in combination such undesirable forces may undesirablyinfluence an operator's application of force to an input control.Moreover, the effects of such undesirable forces on an operator may lagbehind the effect on the input control, which in turn may generateindependent, desynchronized motions between an operator and an inputcontrol.

Due to the influence of such undesired forces individually and incombination, such input control may depart from a desired state or,alternately, fail to approach a desired state in the manner intended bythe operator.

FIG. 1 illustrates an exemplary vehicle-operator interaction showingunintentional applications of force upon an input control, such as anaccelerator pedal 1, when a forward-moving vehicle 2 encounters a bump 3in a pathway. The three images in the bottom row of FIG. 1 depict thevehicle and its general response to an encountered bump. The imagedirectly above each of those shows the general influence that the motionof the vehicle has on the operator's foot and the accelerator pedal.

In FIG. 1, the initial state is shown in Position “A”. The top imagedepicts the vehicle operator's foot in contact with an acceleratorpedal. The bottom image is the position of the front axel of the vehicle2 relative to the bump 3 on a pathway.

In Position “B”, the vehicle 2 begins to traverse the bump 3. As thevehicle 2 approaches the apex of the bump 3 in the bottom image, thevehicle 2 as a whole, including the input control 1, may experienceinertial forces that may move it upward and slightly backward relativeto the pathway and the vehicle operator due to the temporarily increasedforward resistance. Due to the movement of the vehicle 2, the operatormay compress into the driver's seat and, as shown in the top image ofthe example, the operator's foot may unintentionally move downward andforward relative to the vehicle 2, which may result in an unintentionaltemporary increase in force on the accelerator pedal 1, such as by 1%-4%in an example.

In Position “C”, the vehicle 2 completes its traversal, dropping downthe backside of the bump 3 as shown in the bottom image. In the topimage, the vehicle 2 and the accelerator pedal 1 may in essence fallaway from the operator's foot, which may cause an unintentionaltemporary decrease in force applied to the accelerator pedal 1.

In an example, after passing an obstacle, such as illustrated inPositions B and C, the land vehicle may rebound one or more times, suchas on a suspension. Such rebounds may result in unintentionaladjustments, generally diminishing in amplitude, of the acceleratorpedal prior to returning to a desired steady-state. In an example,wave-like vibratory behaviors of the vehicle may be adjusted for by thevehicle input control system and method of providing an adjusted inputcontrol signal. One example of a vibratory behavior includes a frontportion of the vehicle moving up while a rear portion moves down. When avehicle encounters a dip in the road, a reciprocal set of changes inforce and relative position may occur. Other behaviors are possible.

In some instances, a portion of the operator's body utilizing an inputcontrol temporarily lags behind the vehicle or input control itself inreaching a steady or desired state, and vice versa. This lag may occurover a range of delay, such as between 50 ms and 250 ms for an operatorutilizing an accelerator pedal, in an example. During these episodes,which may be frequent, happening at 10 Hz or higher, or even 50 Hz orhigher, an operator may apply unintentional and mistimed changes inforce to an input control, such as an accelerator pedal, that in turnmay increase or decrease the requested power output of the vehicle for afraction of a second, in an example. Some examples, on average,experience a 1-4% unintentional adjustment to the accelerator pedalposition within 100 ms of the vehicle encountering an obstacle such as abump or dip.

In some instances the duration and degree of dyssynchrony between thedesired state and actual state of an operator input control for avehicle may not be uniform and can vary depending upon a number offactors. Examples of such factors include, but are not limited to, thesize, shape, and other characteristics of obstacles in the pathway; thephysical characteristics and condition of the vehicle (e.g., maintenancelevel, presences of aftermarket parts that modify performance),including the vehicle's suspension, powertrain, and cargo; and thereflexes, physical condition, size, shape, position, training, andalertness of the operator.

The length, degree and/or frequency of episodes varies. Some episodescan be observed and may be adjusted for in whole or in part by a vehicleoperator. In other episodes, an operator may find it difficult tomaintain or achieve a desired input state. In some instances, thisdifficulty arises when an operator is unable to observe or recognizesuch episodes and/or unable to react in time to adjust. In an example,an operator of a land vehicle unintentional adjusts an accelerator pedalwithin 250 ms of such vehicle encountering an obstacle on a pathway.

In an example, unintentional adjustments by an operator to an inputcontrol, such as an accelerator pedal, may lead to an undesired increasein energy consumption by a vehicle before it reaches, or returns to, adesired operating state. The amount of energy, such as fuel orelectrical power, applied or misapplied during each unintentional inputmay be minute and involve a small change in applied power over afraction of a second. However, due to various sources of loss in thesystem, including but not limited to changes in resistance and otherforces as a. vehicle accelerates and decelerates, energy losses fromunintended accelerations may not be fully offset by “gains” fromunintentional decelerations, in an example. In an example, even though asystem may return to a desired operational state after a brief period ofreciprocating accelerations and decelerations, which may be measured inmilliseconds, the energy losses from the unintended accelerationstypically will be greater than the savings from the correspondingunintended decelerations.

Because operator's may struggle to maintain or achieve a desiredoperating slate for an input control, there is a need for systems andmethods to reduce or eliminate unintentional adjustments to theoperational state arising from the influence of undesired force on oneor both of an operator and vehicle. There is a need to provide such asolution in original equipment and aftermarket variations for bothindustrialized and emerging economies.

The present subject matter provides systems and methods that reduce oreliminate the dyssynchrony between the actual and desired operatingstate of an input control for a vehicle. The present subject matterextends to various vehicles including, but not limited to, land vehiclessuch as over-the-road vehicles and off-road vehicles, as well as seavehicles and air vehicles. Pathways contemplated include, but are notlimited to, roadways, waterways, and flight pathways. Vehicles onroadways may be affected by obstacles such as potholes or grooves in asurface, in an example. Vehicles on waterways may be affected by wavesand wind. in an example. Vehicles in flight may be affected by airturbulence, in an example.

The present subject matter is not limited to the sequence of bumps anddips illustrated, and extends to other events that impart undesiredforce upon the vehicle. An example includes “slow” vibrations, such asvariations in force on an accelerator pedal that may occur as a vehicletraverses rolling hills, where the detected undesired force may beattributable to operator inattention to changes in pressure rather thanto extra-vehicular or vehicle-generated forces. The present subjectmatter is not limited to examples in which an accelerator input isunintentionally adjusted, and extends to unintentional adjustment ofother controls including, but not limited to, braking input anddirectional inputs, such as a steering wheel in a land vehicle or a yokein an aircraft.

FIG. 2A illustrates a functional block diagram of an input controlsystem according to an embodiment. In the illustrated embodiment, aninput control circuit 100 is coupled to at least one input controldetection unit 101 and at least one output receiving unit 112. In someembodiments, the input control circuit 100 is also coupled with one ormore force detection units 102, auxiliary detection units 103, and/ormode detection units 104. Detection units, such as detection units101-104, and the output receiving unit 112 can be coupled to communicatedirectly or via a signal communicated from another component, such as acarrier signal, with the input control circuit 100 and the variouscomponents of the input control circuit 100, such as components 105-111,as described hereafter. The input control circuit 100, the detectionunits 101-104, and the output receiving unit 112 may operate inreal-time, near real-time, or batch modes. In an example, the inputcontrol circuit 100 may analyze a batch file of signal values receivedfrom a storage medium.

The input control circuit 100 is configured to provide an adjusted inputcontrol signal, such as by implementing the method for providing anadjusted input control signal described in FIGS. 8-23 detailed below.The adjusted input control signal accounts for an operator's failure toreact or unintended reaction attributable to undesired forcesinfluencing an input control signal. In some embodiments, the inputcontrol circuit 100 is configured to analyze input control signals, andin some configurations additional input signals provided by one or moredetection units, and determine a probability that the input controlsignal has a portion attributable to the unintended operator reaction.The probability is referred to as a confidence level value. In someembodiments, historical input control values and/or known waveforms areused to determine the confidence level. The input control circuit 100 isfurther configured to determine a candidate adjustment value tosubsequently be used to adjust the input control signal, and todetermine an adjusted input control value using the input control signaland the candidate adjustment value. The portion of the input controlsignal attributable to the operator's unintended reaction can include,but is not limited to, instantaneous information and recent informationcollected in real-time or near real-time. In an example, the adjustedinput control signal may be substantially similar or identical to theinput control signal.

In some embodiments, an input control detection unit 101 is configuredto provide an input control signal, derived in whole or in part fromsensing electronics, which indicates one or both of the operating stateof, or adjustment to, at least one input control. In an example, aninput control detection unit 101 is a Hall-effect sensor attached to anaccelerator pedal assembly in order to generate an input control signalindicating the accelerator pedal position. In another example, an inputdetection unit is a control wheel steering sensor in an aircraft.

In some embodiments, the input control circuit 100 is coupled to atleast one force detection unit 102 configured to provide a force signal,derived in whole or in part from one or both electronics, such assensing electronics, that sense the presence of one or more forces, or astorage medium that stores sensed force signals. Examples of forcedetection units include, but are not limited to, accelerometers, opticalsensors, radar, acoustic sensors, and the like. Other vehicle systems,such as a suspension articulation system, can also provide a forcesignal, in an example. Force detection units can be used individually orin combination.

The location of a force detection unit 102 can affect the quality of aforce signal provided to the input control circuit 100 by, among otherthings, reducing the influence of noise in the force signal. In someinstances, the location can increase the ability of the input controlcircuit 100 to distinguish between noise and a valid force signal. Theproper location for a force detection unit 102 in a particular vehiclecan be affected by a number of factors, including, but not limited to,the characteristics of the vehicle, the type and location of the inputcontrol detection unit 101, and the type of force sought to be detected.

In some embodiments, the force detection unit 102 in a vehicle can becoupled to, and communicate with, at least one system or storage mediumconfigured to provide a signal indicative of forces detected ahead ofsuch vehicle, such as topographical and/or other environmentalinformation. In an example, such system or storage medium can storeand/or analyze data acquired by one or both of the same vehicle or othervehicles in previous journeys over the same pathway. In an example, suchsystem or database is located on a network, which can be wired orwireless. In an example, such system or storage medium is located in thesame vehicle as the force detection unit 102. In an example, such systemor storage medium is located in another vehicle traveling ahead alongthe same pathway. In an example, such system or storage medium islocated in one or more remote facilities.

In some embodiments, the force detection unit 102 can communicate aforce signal indicating the presence of one or more forces to at leastone system or storage medium configured to receive information generatedby one or more vehicles traveling a pathway. In an example, a forcedetection unit 102 can communicate data indicating the topographicalconditions of a pathway to a system or storage medium. In an example,such systems or storage mediums can one or both store and analyzetopographical, environmental and other data received from one or morevehicles in order to make adjustments. In an example, such system orstorage medium is located in another vehicle traveling near such vehiclealong the same pathway. In an example, such system or storage medium islocated in one or more remote facilities.

In some embodiments, the input control circuit 100 is coupled to atleast one auxiliary detection unit 103 configured to provide a signal,derived in whole or in part from one or both sensing electronics orother electronics, that indicates one or both of the operating state of,or adjustment to, at least one system or component coupled or connectedto the vehicle. In an example, an auxiliary detection unit 103 isconfigured to provide a signal representative of the vehicle speed. Inanother example, an auxiliary detection unit 103 signal indicates thegeographical position, or geo-position, of the vehicle. In yet anotherexample, an auxiliary detection unit 103 signal indicates activation byan operator of a weapon system in a military vehicle.

In an exemplary application, accumulated route data and adjusted inputcontrol values determined by the input control circuit can be used alongwith in-vehicle telematics in order to generate a map that associatesspecific fuel consumption levels and patterns with specific routesegments, potentially down to the city block or even to the linear foot.In this manner, route planners, for example, can know exactly what thefuel cost is to run a specific bus on a specific route on a given timeand day. Such information is very valuable to route planners.

In some embodiments, the input control circuit 100 includes at least onemode detection unit 104 configured to provide a mode signal, derived inwhole or in part from one or both sensing electronics or otherelectronics, that indicates at least one requested operating mode of theinput control circuit 100. In some embodiments, a mode detection unit104 can provide a mode signal indicating one or both of at least onesystem-selected mode or at least one operator-selected mode. Examplemethods to implement both operator-selected modes and system-selectedmodes are described by the methods in FIGS. 9 through 11. Otherapproaches are also contemplated.

In some embodiments, a system-selected mode indicates one or moreoperating modes for the input control system requested by one or moreother components or systems, which can be located on a network. In anexample, the mode signal can indicate a desire by at least one othercomponent or system to deactivate or modify adjustments due to at leastone special conditions, such as internal diagnostic fault, vehicleaccident, or entry into combat modes. In another example, the modesignal can indicate a request or direction to activate or deactivate alearning mode. In certain embodiments, the mode signal containingsystem-selected mode values is analyzed by the input control circuit100, such as by the exemplary method in FIG. 11, described hereinafter.

In some embodiments, the mode detection unit 104 can provide a modesignal indicating at least one operator-selected mode, such as bymonitoring the value or state of at least one input control manipulatedby the vehicle operator. In an example, a vehicle operator can influencethe aggressiveness with which the input control circuit 100 adjusts asignal from an input control detection unit 101, such as by adjusting amode selection input, such as a mode switch, such as a Power/Normal/ECOmode switch 204.

In some embodiments, the output receiving unit 112 can be at least oneother system, component, or storage medium configured to receive asignal that accounts for one or both of the input control signal and theadjusted input control signal. In an example, such signal can beprovided by one or both of the input detection unit 101 and the inputcontrol circuit 100. In an example, such signal can be communicateddirectly or via a signal communicated from another component, such as acarrier signal.

In some embodiments, the output receiving unit 112 can includeelectronics configured to process and/or store such signal. In anexample, the output receiving unit 112 can include one or more actuatorsthat individually or in combination regulate the output force of avehicle. In another example, the output receiving unit 112 can include athrottle body controller. In yet another example, the output receivingunit 112 can include a motor controller.

In some embodiments, the output receiving unit 112 can include a storagemedium. In an example, the output receiving unit 112 can be located on awired or wireless network. In an example, the output receiving unit 112is located in the same vehicle as the input control circuit 100. In anexample, the output receiving unit 112 can be located on a networkextending from a first vehicle to one or more other vehicles travelingnear such first vehicle on a pathway. In an example, the outputreceiving unit 112 can be located on a network, such as a storage mediumlocated in one or more remote facilities.

In an example, the output receiving unit 112 receives the input controlsignal generated by the input control detection unit 101, such as whenthe input control circuit 100 is bypassed, such as due to power loss,deactivation by an operator or another system, or system fault and errorhandling, among other examples.

In some embodiments, the input control circuit 100 includes a processingmodule 106, a memory 107, an input interface 105, and an outputinterface 111 interconnected via a bus. Each of the components of theinput control circuit 100 is coupled to communicate with one or moreother components of the input control circuit 100 via a communicationpath, such as a data bus, a network link, or a memory location. In anexample, the various components of the input control circuit 100, suchas components 105-111, may be coupled to communicate with one or both ofat least the output receiving unit 112 or one or more detections unit,such as detection units 101-104. In certain example, the variouscomponents of the input control circuit 100, such as components 105-111,can be coupled to communicate directly with one another or via a signalcommunicated from another component, such as a carrier signal.

In some embodiments, the input interface 105 is configured to receiveone or more signals from various detection units 101-104 and to providesuch signals to various components of the input control circuit 100. Theinput interface 105 is also configured to receive input signals fromexternal communications, including remote systems and storage mediums.In certain examples, an input interface 105 can include ananalog-to-digital converter for converting analog signals obtained fromvarious inputs into corresponding digital signals suitable for use bythe input control circuit 100. In an example, the input interface 105can apply signal conditioning to a received signal. In an example, theinput interface 105 can apply data validation to a received signal. Inan example, the input interface 105 includes one or more communicationspathways to communicate signals.

In some embodiments, the input interface 105 can synchronize signalsreceived from two or more sources, such as the detection units 101-104,prior to providing such signals to various other components of the 100,such as components 106-111. In an example, such signals can besynchronized in a time domain. In an example, such signals can besynchronized in a value domain. In other embodiments, such signalsynchronization can be performed instead by other components of theinput control circuit 100, such as the processing module 106. In anexample, the input interface 105 includes one or more communicationspathways to communicate signals.

In some embodiments, the output interface 111 is coupled with the outputreceiving unit 112 and one or more of various components of the inputcontrol circuit 100, such as components 105-107, and one or moredetection units 101-104. In an example, the output interface 111communicates one or more signals with such components 105-107 and suchdetection units 101-104. In an example, the output interface 111communicates such signals to an output receiving unit 112. The inputinterface 105 is also configured to provide output signals to externalcommunications, including remote systems and storage mediums. In someembodiments, the output interface 111 can include a digital-to-analogconverter for converting digital signals obtained from various inputsinto corresponding analog signals suitable for use by the outputreceiving unit 112. The output interface 111 can apply signalconditioning to a received signal prior to providing such signal to theoutput receiving unit 112. In an example, the output interface 111includes one or more communications pathways to communicate signals.Although the input interface 105 and the output interface 111 are shownas separate components in the exemplary FIG. 2A, it is understood thatthe input and output functionality can be integrated within a singleinput/output interface, as is well known in the art.

The processing module 106 can include one or more processing units thatconfigured to perform the method of providing an adjusted input controlvalue, such as by implementing the methods described in FIGS. 8-23detailed below. The processing module 106 can operate in real-time, nearreal-time, or batch modes. In some embodiments, the processing module106 is configured to communicate one, some, or all processed values toone or more other systems, components, or storage mediums, such aslocated on a wired or wireless network.

The memory 107 represents any conventional memory, cache, or registerunit, including volatile or non-volatile memory, configured for storingdata. Such data includes, but is not limited to, data used by theprocessing module 106 to perform the method of providing the adjustedinput control value, or data generated by the processing module 106while performing the method for providing the adjusted input controlsignal.

In some embodiments, the processing module 106 includes an acquisitionmodule 113, an adjustment mode value module 114, a confidence levelmodule 115, a candidate adjustment value module 116, and an adjustedinput control value module 117, as shown in FIG. 2B. The acquisitionmodule 113 is configured to receive detection signals from one or moreof the detection units 101-104. In those circumstances where detectionsignals are received from the input control detection unit 101 and atleast one of the detection units 102-104, then the acquisition module113 can also be configured to synchronize the input control signalsinput from the input detection unit 101 and the various detectionsignals received from the detection units 102-104. In some embodiments,configuring the acquisition module 113 to synchronize such signals isoptional as the synchronization process can be performed by the inputinterface 105. In an example, the acquisition module 113 is configuredto perform at least all, or part, of the method in step 803 of FIG. 8.

The adjustment mode value module 114 is configured to determine anadjustment mode value. In some embodiments, the adjustment mode value isused to determine a group of adjustment value blocks that indicate theaggressiveness with which the systems and methods disclosed one or bothidentify input control values for adjustment and make adjustments tosuch input control values. In other embodiments, the adjustment modevalue is used to determine whether the system is activated ordeactivated. In an example, the adjustment mode value module 114 isconfigured to perform at least all, or part, of the method in step 810of FIG. 8.

The confidence level module 115 is configured to analyze the inputcontrol signals, and in some configurations additional input signalsprovided by one or more detection units, and determine a probabilitythat the input control signal has a portion attributable to theunintended operator reaction. The probability is referred to as aconfidence level. In an example, the confidence level module isconfigured to perform at least all, or part, of the method in step 804of FIG. 8.

The candidate adjustment value module 116 is configured to determine acandidate adjustment value to subsequently be used to adjust the inputcontrol signal. In an example, the candidate adjustment value module isconfigured to perform at least all, or part, of the method in step 805of FIG. 8.

The adjusted input control value module 117 is configured to determinean adjusted input control value using the input control signal and thecandidate adjustment value. In an example, the adjusted input controlvalue module is configured to perform at least all, or part, of themethod in step 806 of FIG. 8.

The input control system of FIG. 2A is shown and described in terms ofgeneral applications. It is understood that the concepts described inrelation to FIG. 2A can be used for a wide variety of input controlsystems. In an exemplary application, the input control system is usedin a vehicle having an accelerator pedal as the input control. FIG. 3illustrates an input control system configured to correct foradjustments to an accelerator input attributable to undesired force,according to an embodiment. In an example, such accelerator input is anaccelerator pedal in a land vehicle. In an example, the input controldetection unit 101 of FIG. 2A is at least one accelerator pedal positiondetector 201 in FIG. 3, configured to provide to the input interface 105an input control signal indicating the force applied to the acceleratorpedal by the vehicle operator. Examples of accelerator pedal positionsensors include, but are not limited to, sensors that monitor anelectromagnetic field, such as Hall-effect sensors, sensors that monitorvisual appearance of the accelerator pedal, and other sensors.

In an example, the force detection unit 102 in FIG. 2A includes at leastone accelerometer sensor 202 in FIG. 3 configured to provide a forcesignal to the input interface 105. In an example, such accelerometer 202provides a signal indicative of forces along three axes. In an example,such accelerometer 202 provides a signal indicative of forces along twoaxes, such as fore-aft and up-down. In an example, such accelerometer202 provides a signal indicative of forces along a single axis, such asfore-aft.

In an example, at least one such accelerometer can be located on thechassis near the front wheel on the driver side in order to improve thesignal-to-noise ratio, among other things. In an example, at least oneaccelerometer 202 can be attached on or near the accelerator input, suchas directly to an accelerator pedal, in order to detect better one ormore undesired force affecting the operator use of such acceleratorpedal.

In an example, the auxiliary detection unit 103 in FIG. 2A includes atleast one vehicle speed sensor 203 in FIG. 3, configured to provide tothe input interface 105 a signal indicating the vehicle's speed.

In an example, the mode detection unit 104 in FIG. 2A includes a powermode sensor 204 in FIG. 3, configured to provide to the input interface105 a signal indicating the operator-desired driving mode, including,but not limited to, “Power,” “Normal,” or “Economy” mode. In an example,the operator-desired power mode may influence, among other things, theaggressiveness of the input control circuit 100 in making corrections tothe accelerator pedal position signal as described hereinafter.

In an example, the input interface 105 applies signal conditioning toanalog signals received from the accelerator pedal sensor,accelerometer, vehicle speed sensor, and power mode sensor. In anexample, such input interface converts such signals into correspondingdigital values, and synchronizes such signals in a time domain. In anexample, such input interface 105 provides a signal that accounts forsuch synchronized signals.

In an example, the output receiving unit 112 in FIG. 2A includes anengine/motor control module 212 in FIG. 3 that provides control signalsto actuators in order to adjust the output force of at least onecombustion engine or electric motor, individually or in combination.

FIG. 4 illustrates an alternate embodiment of the present subject matterto correct for adjustments to an accelerator input attributable toundesired force. In an example, the input control detection unit 101 ofFIG. 2A is at least one accelerator pedal position detector 201 in FIG.4, configured to communicate to the input interface 105 a signalindicating the force applied to the accelerator pedal by the vehicleoperator.

In an example, the output receiving unit 112 in FIG. 2A is anengine/motor control module 213 in FIG. 4 that controls the output forceof at least one combustion engine or electric motor, individually or incombination.

In an example, the output interface 111 in FIG. 4 is configured tocommunicate to the engine/motor control module 213 one or both of theoriginal and adjusted signal from the accelerator pedal positiondetector 201.

In an example, the input control detection unit 101 in FIG. 2A can belocated elsewhere in the line of communication between at least oneinput control and the output receiving unit 112. In an example, theinput control detection unit 101 communicates with at least one externalelectronic control unit (ECU) to obtain at least one input controlsignal that may have already been processed or modified by such ECU. Inan example, the input control circuit 100 can apply computations toderive the original input control signal value before proceeding toapply corrections.

In certain alternate embodiments, the input control detection unit 101communicates with at least one external ECU to obtain at least onesignal not generated by an input control sensor but from which the inputcontrol circuit 100 can derive the actual or approximate original signalfrom such input control sensor(s). In an example, the input controldetection unit 101 communicates with at least one external ECU to obtainat least one control signal utilized to adjust the output force of avehicle powertrain. In an example, the input control circuit 100 canderive the original accelerator pedal position signal throughreverse-computation of control signals transmitted to actuators thatutilized to adjust the output force of a vehicle engine or motor.

In certain other embodiments, instead of interfacing with at least oneoutput receiving unit 112, the output interface 111 may insteadinterface elsewhere in the line of communication between at least oneinput control sensor 101 and the output receiving unit 112. In anexample, the input control circuit 100 is implemented as an aftermarketinline device between an accelerator pedal position sensor 302 in FIG. 5and a wiring harness 303 that, among other things, communicates a signalgenerated by the accelerator pedal position sensor 302 to an ECU, suchas the engine/motor control module 212 in FIG. 3. The accelerator pedalposition sensor 302 is coupled to an accelerator pedal 301. In anotherexample not pictured, the input control circuit 100 is built directlyinto an accelerator pedal assembly 300 in FIG. 5. In an example, theinput control circuit 100 draws power from the same circuit as theaccelerator pedal position sensor 302. In an example, the input controlcircuit 100 draws power from a circuit other than the circuit from whichthe accelerator pedal position sensor 302 draws.

In general, the input control circuit can be implemented as part of anexisting ECU or as a separate unit. Further, the input control circuitcan be physically positioned anywhere in the communication path betweenthe input control, such as an accelerator pedal, and the actuator thatuses the input control signal generated by the input control, such as anengine or throttle controller.

The system can operate dynamically, applying a different set ofvariables in correlation with times, such as varying activationthresholds and rates of correction. The value of a particular variablecan be determined through several methods including, but not limited to,computational calculations by the system, time lapse since the lastactivation, confidence level that an unintended acceleration ordeceleration has occurred, reference to at least one table of values,and combinations thereof. Within each method, the specific value of avariable can depend on any number of factors including, but not limitedto, pathway conditions, vehicle speed, attitude, and position, as wellas operator goals, such as maximizing acceleration or reducing fuelconsumption.

FIG. 6A illustrates an exemplary chart depicting data valuesrepresenting various sensors in an automobile that is impinged by aforce, such as a force caused by the vehicle driving over a bump on apathway. The exemplary data shown in FIG. 6A corresponds to performancewithout correction being applied. In an example, the vehicle istraveling at 32 miles per hour yielding 18.2 miles per gallon ofoperating efficiency. The horizontal axis of the chart represents time,and depicts two seconds of information. The vertical axis shows signalmagnitude. In the example, data are aligned along vertical axes. At 42,accelerometer data is provided. At 43, vehicle speed is provided. At 44,accelerator input data is provided. At 46, throttle position data isprovided. The throttle position corresponds to an accelerator pedalposition when no corrections are made. At 48, revolution per minute(“RPM”) data for an engine is provided.

At 45, the accelerometer data indicates that an obstacle has beenencountered. Corresponding to the obstacle encounter, accelerator input44 changes at 47. At 49, approximately 200 milliseconds after 47, thethrottle position 46 changes in response to the unintentional adjustmentof the accelerator input 44 by the operator. Unintentional adjustment ofthrottle can be undesirable.

FIG. 6B illustrates a chart depicting data values correlated with FIG.6A time-wise, after adjustment of monitored accelerator pedal positionvalues. In an example, a 3.85% improvement in fuel efficiency to 18.9MPG is monitored. At 42, accelerometer data is provided. At 43′, vehiclespeed is provided. At 44′, accelerator input data is provided. At 46′,throttle position data is provided. At 48′, revolution per minute datafor an engine is provided.

At 47′, an adjusted input control value, as described hereinafter, isillustrated, showing an accelerator position value that has beenadjusted for and indicating little change in contrast to the unadjustedaccelerator input data 44 at position 47. At 49′, the throttle position46′ is illustrated, resulting at least in part from adjustments to theaccelerator input data 44, and showing little change in throttleposition during encounter with the obstacle, as well as severaladditional obstacles 41. Such correction results in a change ofapproximately 0.7 miles per gallon fuel efficiency.

FIG. 7A illustrates a chart depicting exemplary data values collected ona longer field test from various sensors in an automobile with anaverage of 17.8 MPG, in an example. The exemplary data shown in FIG. 7Acorresponds to performance without adjustment being applied. Thehorizontal axis of the chart represents time, and depicts 3.6 minutes ofinformation. The vertical axis shows signal magnitude. In the example,data are aligned along vertical axes. At 52, accelerometer data isprovided. At 53, vehicle speed is provided. At 54, accelerator inputdata is provided. At 56, throttle position data is provided. At 58, RPMdata for an engine is provided.

FIG. 7B illustrates a chart depicting data values correlated with FIG.7A time-wise, after adjustment of monitored accelerator pedal positionsignals. The chart depicts adjustment resulting in a 2.25% improvementin average fuel efficiency to 18.2 MPG, in an example. At 52,accelerometer data is provided. At 53′, vehicle speed is provided. At54′, accelerator input data is provided. At 56′, throttle position datais provided. At 58′, RPM data for an engine is provided. Severalportions 55′ show time periods during which more significant adjustmentsfor unintentional actions on the accelerator pedal by the operator. Suchadjustments result in a change of approximately 0.4 miles per gallonfuel efficiency over the course of the exemplary data.

Method of Operation

FIG. 8 illustrates a flowchart that depicts an example method ofproviding an adjusted input control value (“AICV”) according to anembodiment. The method is entered at step 801. At step 802, the methodoptionally includes initialization. Exemplary initialization processescan include, but are not limited to: performing a diagnostic to confirmproper operation of system components; loading settings from preset orpreviously computed and stored values; setting up variables; enabling ordisabling certain modes; initializing and setting default expirationvalues for timers; initializing necessary peripherals for dataacquisition, such as opening hardware access to a Control Area Networkstream; monitoring and computing baseline vectors and signal noise; andacquiring software descriptors for the data flowing through the stream,which make it possible to read these values in later steps. In someembodiments, information used for initialization is communicated viatelematics, such as to a vehicle for use by the vehicle.

At step 803, the method acquires values utilized by the systems andmethods disclosed herein. In an example, such values include, but arenot limited to, at least one input control value (“ICV”), whichindicates the operational state, or adjustments to the operationalstate, of an input control manipulated by a vehicle operator. The ICVmay contain one or both intentional and unintentional components. TheICV may be determined by reference to at least one input control signal.The ICV can also be determined from other values or signals on avehicle, such as on a vehicle network along a communication path fromthe input control detection unit 101 to an output receiving unit 112.

In some embodiments, the ICV represents the operator's target adjustmentfor an input control to control the force output of a vehicle powergenerator, such as a motor or engine. In an example, the methoddetermines the ICV by reference to at least one accelerator pedalposition signal. The accelerator input signal can be obtained from atleast one input control detection unit 101, such as the acceleratorpedal position detector 201. In another example, the ICV can bedetermined by at least one other value or signal on the vehicle, such ason a network along a communication path from the accelerator pedalposition sensor to the various powertrain components. Such other valuesor signals include, but not limited to, the values or signalsintercommunicated between an engine or motor controller and othercontrollers, or transmitted by the engine or motor controller to thefuel injector, transmission, and other powertrain components. Althoughderived in part using the accelerator position signal, these signals cancontain influences from other systems and processes.

At step 803, the method can also acquire at least one force valuedetermined by reference to at least one force signal supplied by theforce detection unit 102. The method can also acquire one or both of atleast one auxiliary value or at least one adjustment mode valuedetermined by reference to at least one auxiliary detection unit 103 orat least one adjustment mode detection unit 104, respectively.

At least one of the values acquired in step 803 can be stored in abuffer including, but not limited to, at least one ICV, at least oneforce value, at least one auxiliary value, and/or at least oneadjustment mode value. In an example, such buffer is a dynamicfirst-in-first-out (“FIFO”) array. In an example, such buffer holds 2.0seconds of information, but other durations can be used. In an example,a dynamic FIFO array of values adds the newly arriving value to the topof the array and discards the oldest values at the bottom of the array.In an example, a buffer uses a preset sized ring buffer approach.

In some embodiments, if in addition to acquiring an input control valuethe method also acquires at least one force value, auxiliary value,and/or adjustment mode value at step 803, then the method in step 803synchronizes such acquired values. In an example, such values aresynchronized in a time domain. In another example, such values aresynchronized in a value domain. Alternatively, such synchronization mayinstead be performed later in the method, such as a part of step 804described below.

The method proceeds from step 803 to either step 804 or step 810. Themethod proceeds from step 803 to step 804 if an adjustment mode value isnot utilized. The method proceeds from step 803 to step 810 to determinean adjustment mode value. At step 810, the method optionally determinesthe adjustment mode value. In some embodiments, the outcome of method810 is subsequently utilized by systems and methods disclosed herein todetermine the aggressiveness with which the systems and methodsdisclosed herein identify one or more ICV candidates for adjustmentand/or to the aggressiveness of adjustments to such candidates. In anexample, the adjustment mode value can represent a system's balancebetween performance and economy for a vehicle when applied to a systemfor adjusting inputs from an accelerator pedal position detector 201. Insome embodiments, the systems and methods described herein applyadjustments to every ICV value and the adjustment mode value is utilizedto determine the aggressiveness of the actual adjustment. In someembodiments, an adjustment mode value of zero corresponds to “disabled”while non-zero adjustment mode values correspond to escalatingaggressiveness in identifying opportunities to adjust and making actualadjustments in later steps. Other values in other ranges might also beselected depending on implementation. FIGS. 9-11 illustrate exemplarymethods for determining the adjustment mode value, as described indetail below.

At step 811, the method determines whether the adjustment mode isdisabled, for example the adjustment mode value is set to zero. If it isdetermined that the adjustment mode is disabled at step 811, then theadjusted input control signal is set to the same value as the inputcontrol value and the method proceeds to step 807. If it is determinedthat the adjustment mode is enabled at step 811, then the methodproceeds to step 804.

At the step 804, which is reached either after step 803 or step 811, themethod analyzes the synchronized input control values and/or forcevalues acquired by systems and methods disclosed herein. If such valueswere not previously synchronized, the method may optionally synchronizesuch values in this step. The values are analyzed to determine aconfidence level, which is a variable indicating the probability that atleast one undesired force influenced the input control value. In oneexample, a value of zero corresponds to no confidence while values from1-100 correspond to escalating degrees of confidence. Other values inother ranges might also be selected depending on implementation. Thedetermined confidence level can be utilized by systems and methodsdisclosed herein to determine an adjustment to the input control value.FIG. 12 illustrates an exemplary method for analyzing input controlvalues and/or force values, as described in detail below.

At step 805, the method determines a candidate adjustment value. Thecandidate adjustment value can be one or both computed or mapped. Thedetermination can be made by local processing within the system or byprocessors external to the system. In some embodiments, the candidateadjustment value is a mathematical value including, but not limited to,a coefficient. Systems and methods disclosed herein can use the outcomeof this determination and the input control value to determine theadjusted input control value. Systems and methods disclosed herein canapply post-processing to the candidate adjustment value. FIGS. 17 and 18illustrate two exemplary methods for determining the candidateadjustment value, as described in detail below. FIGS. 19-22 illustrateexemplary methods for applying post-processing to the candidateadjustment value, as described in detail below.

At step 806, the method determines the adjusted input control valueusing the input control value and the candidate adjustment value. Insome cases, the adjusted input control value may be substantiallysimilar or even identical to the input control value. The outcome ofthis determination can be used by systems and methods disclosed hereinto communicate the adjusted input control value to the next system orprocess within the vehicle that uses such value. FIG. 23 illustrates anexemplary method for determining an adjusted input control value, asdescribed in detail below.

At step 807, the method communicates the adjusted input control value tothe next system or process that uses this value, such as the outputreceiving unit 112. The system or method that uses the adjusted inputcontrol value may be within the vehicle or extra-vehicular. In anexample, the receiver of the communicated adjusted input control valuemay be one or more actuators that individually or in combinationregulate the output force of a vehicle. The method proceeds from step807 to step 803 to determine an adjusted input control value for a nextcycle.

FIG. 9 illustrates a flowchart depicting a method of determining anadjustment mode value according to an embodiment. The method is includedin method 810 illustrated in FIG. 8. The method is entered at 901. Themethod 902 determines an operator-selected mode (“OSM”). OSM is avariable that corresponds to the value from an “operation mode” selectorcontrolled by an operator of a vehicle, such as the mode signal outputfrom the power mode switch 204 in FIG. 3. In an example, such operationmode selector is a power mode switch that allows an operator to selectbetween an “ECONOMICAL” mode, a “NORMAL” mode, and a “POWER” mode, suchas by depressing a moment switch or a toggle switch. The selection canaffect other variables used by the vehicle for purposes of control, rateof acceleration, and so on. FIG. 3 illustrates an exemplary power modeswitch 204 and the mode signal output from the power mode switch 204 isthe OSM.

At step 903, the system determines a system-selected mode (“SSM”). SSMis a variable that represents the control or influence of the system andmethods described herein as well as other systems upon the adjustmentmode value. The range of control or influence can extend from disablingadjustments by the system to decreasing or increasing the aggressivenesswith which candidates for adjustment are detected and actual adjustmentsapplied. The method can allow systems, both intra-vehicular andextra-vehicular, to influence or set the adjustment mode value via theSSM. Extra-vehicular SSM can be communicated via telematics, in anexample. Intra-vehicular SSM can be propagated by another controller,such as to initiate operation in a “fuel reserve” mode, in an example.FIG. 11 illustrates an exemplary method for determining a SSM.

At step 904, the method combines OSM and SSM into an adjustment modevalue. In an example, combination is made using policies and/orconditions. Combination can include methods discussed herein, summation,replacement of one value with another according to a preprogrammedweighted hierarchy, and other functions. For instance, a system-selectedmode can be used instead of an operator-selected mode when certainoperating parameters are met, such as a vehicle speed within a selectedrange. In some instances, the combination is for recognizing whether aveto is present, such as a veto described below in relation to FIG. 11.An example of processing a veto is depicted in FIG. 10. An adjustmentmode value results from performing the combination at step 904. In anexample, an operator such as a manufacturer can instruct other systemsto influence, override, or disable adjustments. The method in FIG. 10offers an example of how such policies can be applied. The method isexited at step 999.

FIG. 11 illustrates a flowchart depicting a method of determining a SSMaccording to an embodiment. In an example, the method is included instep 903 shown in FIG. 9. The method is entered at step 1201. At 1202,the method determines whether the input control circuit or anothersystem is generating a flag or instruction indicating that systems andmethods for adjusting unintended input control signals be overridden. Insome embodiments, if such an override instruction exists, correction forunintended accelerator adjustment is vetoed, for example the adjustmentmode is disabled by setting the adjustment mode value to zero. A systemor method can issue a veto as part of a diagnostic or error-checkingfunction. A veto can be triggered from any of several intra-vehicular orextra-vehicular sources or conditions, such as internal diagnosticfault, vehicle accident, or entry into combat mode.

In an example, a system or method, such as a military system or method,can detect the presence of combat conditions. In an example, anadjustment system can be enabled, but upon detection of a condition suchas a combat condition (for example, weapon activation or suddenhigh-speed maneuver) the system can set the SSM to zero or noadjustment. Setting the SSM to zero can reduce risk of a reduction invehicle responsiveness. Setting the SSM to zero can increase fuelconsumption and can decrease operational range.

If it is determined that there is a system override present at step1202, then the method proceeds to step 1211. If it is determined thatthere is not a system override present at step 1202, then the methodproceeds to step 1203.

At step 1203, the method determines whether the ICV is within acorrectable threshold. In an example, the range for the “correctablethreshold” is selected, such as by a manufacturer. In an example, themethod does not process changes to a “null” or “zero” reading for theICV. In an example, a manufacturer can preprogram an accelerator pedalposition controller not to make corrections when the operator is using ahigh level of acceleration, such as during an emergency condition orwhen entering traffic from an on-ramp. If it is determined that the ICVis not within a correctable threshold at step 1203, then the methodproceeds to step 1211. If it is determined that the ICV is within acorrectable threshold at step 1203, then the method proceeds to step1204.

At step 1204, the method sets the SSM to a preset or preprogrammed valuebased on a predetermined or preprogrammed policy. System policies can beselected by a manufacturer, in an example. The method then proceeds tostep 1205.

At step 1205, the method detects whether the velocity of the vehicle iswithin the operational range for making corrections to the adjustmentmode value. In an example, this determination presents an opportunityfor manufacturers to implement policies that prevent an acceleratorposition controller from making corrections in certain circumstances.Circumstances include, but are not limited to, the vehicle traveling ata low rate of speed below a selected minimum, or a high rate of speedabove a selected maximum. If it is determined that the velocity is notwithin the operational range, then the method proceeds to step 1211. Ifit is determined that the velocity is within the operational range, thenthe method proceeds to step 1206.

At step 1206, the method modifies the SSM with a value based on apredetermined or preprogrammed policy, such as an instructionpreprogrammed into an accelerator position controller. In an example, amanufacturer can implement policies that provide for more correctionwhen the vehicle is not traveling at high speeds above a predeterminedor preprogrammed speed, or at low rates of speed below a predeterminedor preprogrammed speed. The method then proceeds to step 1207.

At step 1207, the method determines whether the physical position of thevehicle is within an operational geo-positional range or set of ranges.In an example, operational ranges are selected by entities including,but not limited to, manufacturers, a location service provider, anoperator or another entity or group of entities. The geo-position of thevehicle may result in different policies, for example if the vehicle isdetermined to be off-road versus on-road. By way of another example,certain geo-political zones may be designated as high fuel-economyzones. If it is determined that the physical position is within adefined range, then the method proceeds to step 1208. If it isdetermined that the physical position is not within a defined range,then the method proceeds to step 1211.

In some embodiments, upon determining that the physical position is notwithin a defined range at step 1208, the method can instead proceed to1209, foregoing modification of the SSM based on geo-position results,but nevertheless continuing the evaluation process. Such an approach canresult in additional modification of the SSM due to the results of otherdeterminations.

At step 1208, the method modifies the SSM with a value based on apredetermined or preprogrammed policy corresponding to the geo-positionresults in step 1208. The method then proceeds to step 1209.

At step 1209, the method determines whether other sensors and systems,including those outside the vehicle, influence the SSM. For example, avehicle may communicate directly or indirectly with nearby vehiclesregarding environmental conditions on a pathway. In another example, avehicle may communicate with an extra-vehicular storage medium thatprovides information about environmental conditions on a pathway. If itis determined that there are other sensors and systems influencing theSSM, then the method proceeds to step 1210. If it is determined thatthere are not other sensors and systems influencing the SSM, then themethod proceeds to step 1211.

At step 1210, the method modifies the SSM with a value based on selectedpolicy corresponding to data provided by other sensors and systems asdetermined in step 1209. The method is exited at step 1299.

At step 1211, the method disables adjustments in response to data fromsensors or instructions produced by the method or associated systems. Inan example, to disable adjustments, in 1211 the method sets the SSM tozero or another value based on a predetermined or preprogrammed systempolicy. Step 1211 is reached by a “YES” determination in step 1202 or a“NO” determination to any of steps 1203, 1205, 1207, or 1209.

It is understood that the exemplary method of FIG. 11 shows exemplarycriteria and methodologies for setting and/or modifying an SSM value. Itis understood that additional, fewer, or alternative criteria and/ormethods can be applied to set and/or modify an SSM value.

In an exemplary application previously described, a map can be generatedthat associates specific fuel consumption levels and patterns withspecific route segments. Such a map can be used to adjust dynamicallythe aggressiveness of adjustments made by the input control system tocorrect for pedal dithering, depending upon whether a vehicle, such as atransit bus, is running early or late along a planned route. The SSM canbe adjusted to accommodate such an application.

FIG. 10 illustrates a flowchart of a method of utilizing an OSM and SSMto determine an adjustment mode value according to an embodiment. Themethod is entered at step 1101. At step 1102, the method queries whetherOSM or SSM include a veto value. If a veto is present, then at step 1103the adjustment mode value is set to zero, which indicates no correctionis to be made to the input control value, and the adjusted input controlvalue is set to the input control value.

If it is determined at step 1102 that the OSM and/or SSM do not includea veto value, then at step 1105 the adjustment mode value is set to aweighted (“WT”) average of OSM and SSM. The value of WT for the OSM orSSM can be either preselected or dynamically adjusted based onmanufacturer and/or operator policies and/or preferences. Other methodsof computing AMV can also be implemented. The method exits at step 1199.

FIG. 12 illustrates a flowchart of a method of analyzing force valuesand/or input control values. The outcome of this method is a confidencelevel value. The outcome of the method can be utilized by systems andmethods disclosed herein to determine the candidate adjustment value, ashereafter described. In an example, the method functions within step 804of FIG. 8.

The method of FIG. 12 is entered at step 1301. At step 1302, the methoddetermines if detected values other than input control values, forexample force values, were previously acquired, such as at step 803 inFIG. 8, and whether such values are synchronized with the input controlvalues. The outcome of this query determines whether systems and methodsdescribed herein utilizes input control values exclusively or valuesother than input control values for purposes of determining the“confidence level value” as described herein at steps 1304 and 1306.

In an example, input control values are associated with an acceleratorinput signal, such as generated by an accelerator pedal positiondetector 201 in FIG. 4. In an example, force values are associated withan accelerometer sensor 202 in FIG. 3 that generates a signal indicatingthe presence of inertial forces, such as inertial forces experienced byone or both the operator and the accelerator pedal as a result of avehicle encountering a pathway obstacle. In an example, such forcevalues and/or input control values are available in real-time, nearreal-time or in batch mode from one or more sources, such as at leastone sensor, storage medium, and/or other system or method available overa network. If it is determined at step 1302 that the input controlvalues and the force values have been synchronized, then the methodproceeds to step 1303. If it is determined at step 1302 that the inputcontrol values and the force values have not been synchronized, then themethod proceeds to step 1305.

In some embodiments, the method can analyze the current and historicalinput control values, such as from an input control detection unit 101in FIG. 2A and a buffer, at step 1305. The outcome of step 1305 can be aconfidence level value that can be utilized by systems and methodsdisclosed herein to determine the candidate adjustment value. In anexample, FIG. 13 provides a method for analyzing current and historicalinput control values utilizing time-trend analysis to determine theconfidence level value. In another example, FIG. 14 provides a methodfor analyzing current and historical input control values utilizingwaveform matching to determine the confidence level value. Other methodsare possible. The method then proceeds to step 1399.

If it is determined at step 1302 that both input control values andforce values are available and such values are synchronized, then themethod proceeds to step 1303. At step 1303, the method can analyze theforce values, such as from a force detection unit 102 in FIG. 2A and abuffer. The outcome of step 1303 can be a confidence level value thatcan be utilized by systems and methods disclosed herein to determine thecandidate adjustment value. In an example, FIG. 15 provides a method foranalyzing force values in order to determine a confidence level value.The method exits at step 1399. In an example, the method proceeds tostep 805 in FIG. 8. Step 1303 and the exemplary method of FIG. 15 usethe force values to determine the confidence level value. Alternatively,a combination of different detected values can be used to determine theconfidence level value, such as the force values and the input controlvalues. For example, a change in the input control value from one cycleto the next cycle can be determined and compared to a threshold value.If the change exceeds the threshold value, then the aforementioned forcevalue analysis can be performed. If not, then the confidence level valueis set to zero.

FIG. 13 illustrates a flowchart of a method to analyze input controlvalues according to an embodiment. In an example, the method functionswithin step 1305 of FIG. 12. At step 1401, the method of FIG. 13 isentered. At step 1402, the method acquires the input control value, suchas from an input control detection unit 101 in FIG. 2A, and historicalinput control values, such as from a buffer 1405 in FIG. 13. In someembodiments, historical input control values are those input controlvalues corresponding to recent operation of the vehicle, such as overthe previous 5.0 seconds.

At step 1403, the method determines a “predicted” input control valuefor the current cycle by generating a time-trend range associated withthe historical input control values. In some embodiments, acurve-fitting method is applied to stored historical input controlvalues, such as accelerator pedal position values, to generate thepredicted input control value. Other predictive methods are possible.

At step 1404, the method stores the current input control value in thebuffer 1405, such as for historical analysis by subsequent methods. Insome embodiments, storing the current and predicted input control valuesprovides feedback used by a learning algorithm. At step 1406, the methoddetermines the difference between the current and predicted inputcontrol values and utilizes the difference to determine the confidencelevel value. In some embodiments, the confidence level value is computedutilizing such difference. In other embodiments, the confidence levelvalue is mapped, such as from a storage medium 1407, utilizing suchdifference. Such a mapping approach may incorporate a learning system.At step 1499, the method exits. In an example, the method proceeds tostep 1399 in FIG. 12.

FIG. 14 illustrates a flowchart of another method to analyze the currentand historical input control values to determine the confidence levelvalue according to an embodiment. In an example, the method functionswithin step 1305 of FIG. 12. The method enters at step 1501. At step1502, the method determines whether a difference between current andhistorical input control values exceeds a baseline signal noise value.In some embodiments, the baseline signal noise value is monitored andcomputed, such as during initialization at step 802 in FIG. 8. In otherembodiments, the baseline signal noise value is determined or updatedafter initialization during an observed short period of stationary stateof the vehicle, which can be derived from a speed sensor or from avehicle state change, such as putting a land vehicle in “park.” In someembodiments, the outcome of this method is used by systems and methodsdisclosed herein to adjust the confidence level value or perform furtherqueries and comparisons to identify the influence, if any, of one ormore undesired force in the input control value. In an example, themethod utilizes three variables that correspond to the current inputcontrol value and the most recent two historical input control values,referred to as ICV_(CURR), ICV_([CURR-1]) ICV_([CURR-2]). ICV_([CURR-1])corresponds to the ICV in the immediately preceding cycle.ICV_([CURR-2]), and corresponds to the ICV in the cycle immediatelypreceding ICV_([CURR-1]). It is understood that more than the two mosthistorical ICVs can be used. In an example, the method computes theabsolute value of ICV minus ICV_([CURR-1]) and the absolute value ofICV_([CURR-2]) minus ICV_([CURR-1]), such as with a comparator. Themethod then queries whether the absolute value of at least one of thosesums is greater than the baseline signal noise value. A value greaterthan the baseline signal noise value is considered to be an event otherthan noise. If it is determined that the absolute value of thedifference at step 1502 is greater than the baseline signal noise value,then the method proceeds to step 1503. If it is determined that theabsolute value of the difference at step 1502 is not greater than thebaseline signal noise value, then the method proceeds to step 1504. Atstep 1504, the method sets the value of confidence level value to zero:CL=0. The method then exits at step 1599.

At step 1503, the method compares the waveform generated by current andrecent historical input control values with at least one known waveformfor unintentional movement. Such known waveforms for unintentionalmovement patterns can be stored in a storage medium 1505, such as in avehicle or on a network. The known waveforms may be one or both staticor “learned” by the input control circuit 100 through analysis overtime. In an example, the algorithm for making such comparison may beinfluenced by environmental and other factors, including but not limitedto, the geo-position of the vehicle.

In some embodiments, the method compares the current and historicalinput control values for a period of time. In some embodiments, thecomparator utilizes the vehicle's geo-position to lookup from thestorage medium 1505 at least one known waveform associated with thegeo-position. In an example, the waveform and accompanying data indicatethat the vehicle is traversing rolling hills on a highway and, as such,initiates a comparative search between “long” known waveforms and thecurrent and historical input control values. In an example, “long”waveforms extend from 1.0 through 8.0 seconds, although other lengthsare possible. In another example, the geo-position instead indicatesthat the vehicle is traversing off-road conditions. In this example, atstep 1503 the method compares at least one “short” known waveform to thecurrent and historical input control values. In an example, “short”waveforms extend from 50 ms to 250 ms, although other lengths arepossible. In this manner, the known waveforms can be categorized. Inanother example, different known waveforms are used for comparison ifthe vehicle speed is 20 mph versus 50 mph. Continuing this example,different vehicle speed or range of speeds have different knownwaveforms to which the current and historical input control values arecompared.

At step 1505, the method determines whether at least one match was foundduring the comparison at step 1503. In an embodiment, the adjustmentmode value may influence the range of values for which one or more knownwaveforms for unintentional movement may be considered a “matching”waveform for the current and historical input control values. If it isdetermined that no match is found, the method proceeds to step 1504. Ifone or more matches are found at step 1505, the method proceeds to step1506.

At 1506, the method determines the confidence level value using thematched waveforms from step 1505. In some embodiments, the confidencelevel value may be mapped, such as from a storage medium 1507. Such amapping approach may incorporate a learning system. In otherembodiments, the confidence level value may be computed. In an example,the confidence level value may be increased when the systems and methodsdescribed herein positively correlate known unintentional movementpatterns with current and historical input control values. Assigning aconfidence level value based on the degree of correlation can be done ina linear or non-linear manner. For example, using a linear method, asthe correlation decreases, the confidence level value may be set todecrease at a linear rate relative to the decrease in correlation. Inanother example, using a non-linear method, as the correlationdecreases, the confidence level value may be set to decrease at anon-linear rate relative to the decrease in correlation. In someembodiments, the confidence level value can be assigned based on asymmetric or asymmetric manner, such as further increasing or decreasingthe confidence level value depending on direction of change of thecurrent input control value. For example, the confidence level value maybe set to a less aggressive value, or even set to zero, when the currentand historical input control values, such as from an accelerator pedalposition detector 201 in FIG. 3, indicate that the operator isdecelerating the vehicle, regardless of whether such deceleration isintentional or unintentional. Conversely, the confidence level value maybe set to a more aggressive value when such input control valuesindicate that the operator is accelerating the vehicle.

In another example, if the current input control value is changing inthe same direction, positive or negative, compared to the most recenthistorical input control value ICV_([CURR-1]), as the most recenthistorical input control value ICV_([CURR-1]) is changing compared tothe preceding historical input control value ICV_([CURR-2]), then theconfidence value is given a higher value. Conversely, if the currentinput control value ICV_(CURR) is changing in the opposite directioncompared to the most recent historical input control valueICV_([CURR-1]) as the most recent historical input control valueICV_([CURR-1]) is changing compared to the preceding historical inputcontrol value ICV_([CURR-2]), then the confidence value is given a lowervalue. Changes in direction are given a higher probability ofunintentional force in this example. In other embodiments, suchsymmetric or asymmetric

The method proceeds to step 1599. At step 1599, the method exits. In anexample, the method proceeds to step 1399 depicted in FIG. 12.

FIG. 15 illustrates a flowchart of a method for analyzing force valuesto determine a confidence level value according to an embodiment. In anexample, the method functions within step 1303 of FIG. 12. The outcomeof FIG. 15 is a confidence level value. The method enters at step 1601.At step 1602, the method acquires the force signals, such as from theforce detection unit 102 and/or a buffer. In an example, the forcedetection unit 102 is an accelerometer sensor 202 providing a signalindicating motion along an x-axis, motion along a y-axis, and/or motionalong a z-axis.

At step 1603, the method computes a vector value from the force valuecomponents acquired at step 1602. In an example, the acquired forcevalue components are converted into spherical coordinates, althoughother coordinate systems are possible. In an example, the methodcomputes the vector value utilizing a length/direction computation.

At step 1604, the method compares the vector value computed at step 1603to a baseline vector value. The difference between the vector value anda baseline vector value is a movement vector for the vehicle. In someembodiments, the baseline vector value is determined during non-movementof the vehicle, where a controller, such as the force analyzer 106,detects a slight variation of the force signal of a force detection unit102, such as an accelerometer sensor 202 in FIG. 3. Such variation maybe due to sensor signal noise. In some embodiments, signal noise ismonitored and computed. In other embodiments, only vector magnitude isrecorded when monitoring and recording noise. In some embodiments, anoise threshold is used to monitor noise. In some embodiments, thebaseline vector value is determined as part of the initialization 802 inFIG. 8. In other embodiments, the baseline vector value is determined orupdated after initialization, during non-movement of the vehicle.

At step 1605, the method performs boundary checks on the movementvector. An exemplary method of performing such boundary checks isdetailed in FIG. 16.

At step 1606, the method determines the confidence level value utilizingthe movement vector. In some embodiments, the method utilizes a lengthof the movement vector (“LMV”) to determine the confidence level value.In some embodiments, the method determines the confidence level value bycomparing the LMV to the baseline vector value. In an example, if theLMV is within 1.1 to 2.0 times the baseline vector value, the confidencelevel value may be computed and/or mapped to a linear value, such as bylooking up confidence level values from a storage medium 1608. In anexample of linear mapping, if the LMV to noise level ratio is from 1.1to 2.0, then the confidence level value can be mapped from 0.1 to 0.3,or 10 percent to 30 percent, respectively. In another example, insteadof linear mapping, such mapping may be non-linear, such as logarithmic.In another example, mapping can by symmetric or asymmetric. An exampleof asymmetry is providing different confidence level values if thevehicle is accelerating versus if the vehicle is decelerating.

In some embodiments, the mapping information is stored as a look-uptable in a storage medium 1609. The mapping storage medium can belocated on-vehicle or remotely. In an example, one vehicle can storemapping information used by another vehicle, where the mappinginformation is communicated to a remote location directly, over theInternet or another network. In an example, such a mapping approach mayincorporate a learning system.

In some embodiments, confidence level value is computed. In an example,such computation occurs without spherical coordinate computations. In anexample, accelerometer sensor orientation is known and used to compute aconfidence level value using values in a coordinate system other than aspherical coordinate system. In an example, a single, dedicated axis isused. In an example, the single, dedicated axis is associated withunintended movements. For example, in a land vehicle, unintendedmovement occurs roughly up and down with a slight tilt towards thedriver.

In some embodiments, the confidence level value optionally may beincreased or decreased depending upon the adjustment mode value.

At step 1607, the method optionally stores the movement vector, such asin a movement vector value storage medium 1608 for calibration-relatedstatistical analysis, such as for a learning system.

The method exits at step 1699. In an example, the method proceeds tostep 1399 in FIG. 12.

FIG. 16 illustrates a flowchart of a method of performing a boundarycheck on a movement vector according to an embodiment. In an example,the method is included within step 1605 of FIG. 15. One outcome of thismethod can be that the systems and methods described herein set theconfidence level to zero within a particular cycle and proceed to step1699 in FIG. 15 or, optionally, to step 1607 in order to store themovement vector value before exiting at step 1699. Another outcome ofthis method can be that the systems and methods described herein proceedto step 1606 in order to determine the confidence level value.

The method is entered at step 1801 of FIG. 16. At step 1802, the methoddetermines whether the movement vector is within an activation cone. Inan example, if the movement vector is within a selected range of anactivation cone, then a controller determines that at least oneunintentional force likely influenced the operator use of an inputcontrol. In some embodiments, the activation cone has a vertex at zeroand a height and radius defined by preselected Phi and Theta values. Inother embodiments, the activation cone is frusto-spherical, with avertex at zero. It is understood that the activation cone can bealternatively defined according to other well-known conventions. In someembodiments, the boundary of an activation cone is determined using apreselected tolerance or deviation range. In an example, an activationcone includes a slight tilt towards an operator, but the present subjectmatter is not so limited.

If it is determined that the movement vector is within the activationcone at step 1802, then the method proceeds to step 1803. If it isdetermined that the movement vector is not within the activation cone atstep 1802, then the method proceeds to step 1804.

At step 1803, the method queries whether a magnitude of the movementvector is within a magnitude range. The magnitude of the movement vectoris the length of the movement vector. In some embodiments, the length ofthe movement vector is determined by the value acquisition module 113.

If it is determined that the magnitude of the movement vector is withinthe magnitude range at step 1803, then the method proceeds to step 1899.If it is determined that the magnitude of the movement vector is notwithin the magnitude range at step 1803, then the method proceeds tostep 1804.

At step 1804, the method sets the confidence level value equal to zeroand proceeds to step 1898.

At step 1898, the method exits to step 1699 in FIG. 15 or, optionally,proceeds to step 1607 depicted in FIG. 15 in order to store the movementvector before exiting the method at step 1699.

At step 1899, the method exits. In an example, the method proceeds tostep 1606 depicted in FIG. 15 in order to determine the confidence levelvalue.

FIG. 17 illustrates an exemplary adjustment graph 1900 utilized inassociation with the exemplary method in FIG. 18 to determine thecandidate adjustment value according to an embodiment. The determinedcandidate adjustment value may be subsequently used by the systems andmethods disclosed herein to determine the adjusted input control value.

In some embodiments, an adjustment graph optionally includes of two ormore adjustment mode blocks, such as blocks 1901-1904. In an example, anadjustment mode block may correspond to a “SUPER ECO” operating mode fora vehicle, such as block 1904, another adjustment mode block maycorrespond to an “ECO” operating mode for a vehicle, such as block 1903,another adjustment mode block may correspond to a “NORMAL” operatingmode for a vehicle, such as block 1902, and another adjustment modeblock may correspond to a “POWER” operating mode for a vehicle, such asblock 1901. It is understood that the number of adjustment mode blockscan be more or less than utilized in the example, including notutilizing adjustment mode blocks.

In those embodiments utilizing adjustment mode blocks, each adjustmentmode block is comprised of one or more adjustment value columns, such ascolumn 1905. In those embodiment not utilizing adjustment mode blocks,the adjustment graph as a whole is comprised of one or more adjustmentvalue columns, such as column 1905.

In some embodiments, an adjustment value column correlates to a range ofcandidate adjustment values, which other systems and methods disclosedherein may utilize to adjust the input control value. In someembodiments, the values specified in the adjustment value columns areabstract values, such as values ranging from 1-100, which can be mappedto one or more look-up tables. The look-up tables include actual valuesto be used in subsequently adjusting the input control value. The valuesin a given look-up table are implementation-specific values, and assuch, different implementations can correspond to different look-uptables. Examples of different implementations include, but are notlimited to, different types and makes of vehicles and different samplingrates of the input control signals and other detection signals. In otherembodiments, the values specified in the adjustment value columns areactual values to be used in subsequently adjusting the input controlvalue. It is understood that the number of adjustment mode blocks, thenumber of adjustment value columns in each corresponding adjustment modeblock, and the range of each adjustment value column shown in theadjustment graph of FIG. 17 is for exemplary purposes only. Adjustmentgraphs can be configured to be implementation-specific. Adjustmentgraphs can be further customized to meet desired performance parametersand policy implementations. Other methods for determining a candidateadjustment value, such as without using an adjustment graph, arepossible. For example, a confidence level value can be compared againstone or more threshold values and the result of the comparison can beutilized as a basis for determining a candidate adjustment value.

An example method of determining the candidate adjustment valueutilizing an adjustment graph, such as the adjustment graph 1900, isillustrated in the flowchart of FIG. 18. In an example, the methodfunctions within step 805 of FIG. 8. The method enters at step 2001. Atstep 2006, the method optionally determines the adjustment mode block.In some embodiments, the method utilizes the adjustment mode value todetermine the adjustment mode block, if an adjustment mode value wasutilized in a particular embodiment. In an example, the adjustment modevalue is used as an array pointer within the adjustment graph to pointto the utilized adjustment mode block. Other methods to determine theadjustment mode block are possible. In some embodiments, the adjustmentmode value is set to a default value on initialization in step 802 inFIG. 8.

At step 2002 of FIG. 18, to determine an adjustment value columnselector value (“AVCSV”) the method utilizes the confidence level valuedetermined at step 804 in FIG. 8 and, optionally, other values,including but not limited to historical adjustment value column selectorvalues, such as from a buffer. The AVCSV functions as a pointer withineach adjustment mode block or, alternately, within the adjustment graphas a whole if adjustment mode blocks are not utilized, to identify aspecific adjustment value column at step 2003. In some embodiments, theadjustment value column selector value represents a value withinnormalized range, such as between 0 and 100.

In those embodiments not utilizing adjustment mode blocks, eachadjustment mode column is uniquely identified by using the adjustmentvalue column selector value. In those embodiments utilizing adjustmentmode blocks, each adjustment value column shown in the graph of FIG. 17is uniquely identified by an adjustment mode block: adjustment valuecolumn selector value (AMB:AVCSV) pair. For example, where theadjustment mode block is block 1902 and the adjustment value columnselector value is 50, the AMB:AVCSV pair corresponds to the adjustmentvalue column 1905. However, for the same adjustment value columnselector value of 50, but a different adjustment mode block 1903, theAMB:AVCSV pair corresponds to the adjustment value column 1906. Toclarify, the adjustment graph shown in FIG. 17 does not represent acoordinate system. Each adjustment mode block corresponds to anormalized range of adjustment value column selector values. Forexample, the adjustment value columns in the adjustment mode block 1901correspond to the adjustment value column selector values 0-100, theadjustment value columns in the adjustment mode block 1902 correspond tothe adjustment value column selector values 0-100, the adjustment valuecolumns in the adjustment mode block 1903 correspond to the adjustmentvalue column selector values 0-100, and the adjustment value columns inthe adjustment mode block 1904 correspond to the adjustment value columnselector values 0-100. It is the combination of the adjustment modeblock and the adjustment value column selector value, the AMB:AVCSVpair, that uniquely identifies one adjustment value column within theadjustment graph.

In some embodiments, the adjustment value column selector value iscomputed at step 2002 using a weighted average of a combination of thecurrent confidence level value and one or more previous, or historic,values for the adjustment value column selector value, such as from abuffer. In an example, the adjustment value column selector value iscomputed according to:AVCSV_(curr)=(CL*WT_(CURR))+(AVCSV_([CURR-1])*WT_([CURR-1]))+(AVC-SV_([CURR-2])*WT_([CURR-2]))±(AVCSV_([CURR-3])*WT_([CURR-3])),where “WT” refers to a normalized weighted value. Different weightedvalues can be applied to different historical adjustment value columnselector values. The weighted values can be implementation-specific. Thecurrent adjustment value column selector value is adjusted from cycle tocycle and is part of an adaptive learning system that utilized thehistorical adjustment value column selector value. In a first cycle, theadjustment value column selector value can be set to some default valueor the adjustment value column selector value can be set using the aboveformula where the historical adjustment value column selector values areset to zero. Subsequent cycles adjust the adjustment value columnselector value from the initial value. In some embodiments, using aweighted average provides a means for smoothing the transition from oneadjustment value column to another adjustment value column betweencycles. This smoothing function serves to restrict the change in rangesof candidate adjustment values from cycle to cycle. It is understoodthat alternative weighted average formulas can be used. It is alsounderstood that formulas other than weighted average formulas can beused.

At step 2003, the method determines the adjustment value column bymapping the adjustment mode column selector value determined at step2002 to a corresponding adjustment value column within the adjustmentgraph or, alternately, within an adjustment mode block within theadjustment graph if adjustment mode block were implemented. Thedetermined adjustment value column provides a range of candidateadjustment values with which the system may adjust the input controlvalue.

At step 2004, the method utilizes the adjusted value column determinedat step 2003 and the confidence level value to determine the candidateadjustment value (“CAV”). In an example, the method can utilize theconfidence level value and adjustment value column (CL:AVC) pair as alookup parameter from a storage medium 2005. The storage medium 2005returns the corresponding CAV value. This is a low compute resource butstorage-heavy implementation.

In another example, not illustrated in FIG. 18, instead of mapping, themethod at step 2004 can compute the candidate adjustment value. In anexample, the method first determines an adjustment value range (“AVR”)of the adjustment value column by determining the difference between thehigh (AVL_(HIGH)) and low (AVL_(LOW)) adjustment limit values for theadjustment value column: AVR=AVL_(HIGH)-AVL_(LOW). In some embodiments,the method then computes the candidate adjustment value by multiplyingthe adjustment value range by the normalized confidence level valuewithin a 0.0-1.0 range and shifting the result by the lowest value inthe adjustment value range: CAV=(AVR*CL)+AVL_(LOW). It is understoodthat alternative formulas can be used to compute the candidateadjustment value.

The method exits at step 2099. In an example, the method proceeds tostep 806 depicted in FIG. 8. In some embodiments, the candidateadjustment value and data used to determine the candidate adjustmentvalue are associated together and stored, and used as part of a learningsystem.

An advantage of the method of FIG. 18 is that, by defining a range ofcandidate adjustment values, the method can vary the level ofaggressiveness when performing adjustments. In this context,aggressiveness refers to how much adjustment is made to an input controlvalue. As applied to the adjustment value column, the range of candidateadjustment values in a specific adjustment value column represent arange of aggressiveness of adjustment. For example, if a selectedadjustment value column has an abstract range of 0-0.8, then the inputcontrol value can be adjusted somewhere in the range of 0-80%.

In an embodiment, the aggressiveness of the candidate adjustment valueswithin an adjustment value column increases linearly. In otherembodiments, such increases are non-linear. In another embodiment, theaggressiveness of candidate adjustment values within an adjustment valuecolumn may be symmetrical regardless of the direction of changereflected by the input control value. In still other embodiments, theaggressiveness of candidate adjustment values within an adjustment valuecolumn may be asymmetrical depending on the direction of changereflected by the input control value. For example, different candidateadjustment values may be associated with a specific confidence levelvalue depending upon whether foot pressure on an accelerator pedal isbeing increased or decreased. Such difference in candidate adjustmentvalues may be accomplished by computation or through mapping to one ormore data sets, such as a data set for “push” candidate adjustmentvalues and a data set for “release” candidate adjustment values, in anexample.

The exact candidate adjustment value is subsequently determined by theCL:AVC pair. In a certain embodiment, as the confidence level valueincreases, the candidate adjustment value selected from the adjustmentvalue column increases in value, and therefore increases theaggressiveness by which the adjustment is applied to the input controlvalue. In an exemplary embodiment, referring to the adjustment graph ofFIG. 17, the aggressiveness afforded by the adjustment value columns inadjustment mode block 1901 is very low because the range of values ineach of these adjustment value blocks is from zero to a relatively lownumber, as exemplified by a short column. In contrast, theaggressiveness afforded by all the adjustment value columns inadjustment mode block 1903 is very high because the high value in therange of values for each adjustment value blocks is relatively high, asexemplified by a top end of each column. The aggressiveness afforded bythe adjustment value columns in adjustment mode block 1902 varies as thehigh value in the range of values varies from adjustment value column toadjustment value column.

The amount of aggressiveness can also be influenced by the sampling rateof the input control signal. For example, at a sampling rate of 20 Hzthere are fewer opportunities to adjust than at a sampling rate of 60Hz, so an implementation operating at 20 Hz may be configured withgreater aggressiveness to compensate for the fewer opportunities toadjust. This is reflected in the defined ranges of the adjustment valuecolumns, which can vary based on implementation.

A non-zero value for the low value in a range of candidate adjustmentvalues, such as the adjustment value columns in blocks 1903 and 1904 ofFIG. 17, provide a means for dampening the input control signal. Even ifit is determined that there is no unintentional force component to theinput control signal, such as a confidence level value of zero, somelevel of dampening can still be applied to the input control signal.This can be used to reduce the effects of longer waveform unintentionalforces. This can be also used to reduce intentional changes in the inputcontrol signal, such as when an operator over-accelerates a vehicle in awasteful manner, such as by attempting to accelerate at a rate beyondwhat the vehicle powertrain can support, in an example.

Another advantage of the method of FIG. 18 is that, by utilizing thecurrent and historical confidence level values and other associatedvalues, the system can rapidly increase or decrease the aggressivenessof adjustments in response to evolving trends, and direction, of changesin the confidence level value over time.

FIG. 19 illustrates a flowchart of a method for determining an adjustedinput control value according to an embodiment. In an example, themethod is included within step 806 in FIG. 8. An outcome of this methodcan be an adjusted input control value that is equal or not equal to theinput control value.

The method is entered at step 2101. At step 2102, the method mayoptionally apply post-processing to the candidate adjustment valuedetermined at step 2004 in FIG. 18. In an example, such post-processingmay involve replacing or adjusting the candidate adjustment value withvalues from other systems or methods. In an example, FIG. 20 provides anexemplary post-processing method for adjusting the candidate adjustmentvalue utilizing a value obtained from a storage medium containinglocation-based adjustment values. In another example, FIG. 21 providesanother exemplary post-processing method to compare and/or modify thecandidate adjustment value utilizing a storage medium as part of alearning system.

At step 2103, the method may optionally smooth the candidate adjustmentvalue. In an example, the method applies a rate-limiting technique toreduce the rate of change for the candidate adjustment value between anytwo cycles and, as such, also reduce the rate of adjustment to the inputcontrol value between any two cycles. This essentially applies adampening effect to adjustments from cycle to cycle. In an example, FIG.22 provides an exemplary method to smooth linearly the candidateadjustment value. Other non-linear smoothing techniques may be used.

At step 2104, the method utilizes the candidate adjustment value and theinput control value to determine the adjusted input control value. Theoutcome of this method is utilized by other systems and methodsdisclosed herein to communicate the adjusted input control value to thenext system or process that uses this value. In an example, FIG. 23provides an exemplary method to determine the adjusted input controlvalue.

At step 2105, the method optionally stores the AICV, all data utilizedin the general method to determine the AICV, and all data associatedwith the AICV, such as in a storage medium 2106. The AICV and storeddata can be subsequently analyzed by a learning system in order tofurther refine future AICV computations, in an example.

The method exits at step 2199. In an example, the method proceeds tostep 807 depicted in FIG. 8.

FIG. 20 illustrates a flowchart of an optional method forpost-processing the candidate adjustment value utilizing a storagemedium with location-based data according to an embodiment. In anexample, the method functions within step 2102 of FIG. 19. The methodenters at step 2301. At step 2302, the method utilizes the candidateadjustment value determined at step 805 in FIG. 8 and the vehiclelocation as parameters to look up a CAV adjustment (“CAV_(ADJ)”) from astorage medium 2303. In an example, such storage medium contains one ormore CAV_(ADJ) associated with one or more geographical ranges orboundaries.

At step 2304, the method applies CAV_(ADJ) to the CAV. In an example,the method sets CAV equal to CAV multiplied by CAV_(ADJ):CAV=CAV*CAV_(ADJ). The method exits at step 2399.

FIG. 21 illustrates a flowchart of another optional method forpost-processing the candidate adjustment value according to anembodiment. The optional method uses a learning system to post-processthe candidate adjustment value. In an example, the method functionswithin step 2102 of FIG. 19.

The method enters at step 2401. At step 2402, the method determineswhether a learning system is active for the selected adjustment valuecolumn, where the adjustment value column is selected in the method ofFIG. 18. Such query may be required when a manufacturer implementspolicies to limit the application of learning to certain adjustmentvalue columns. In an example, a manufacturer de-activates learning foradjustment values columns within a “POWER” mode. If it is determinedthat the learning system is active at step 2402, then the methodproceeds to step 2403. If it is determined that the learning system isnot active at step 2402, then the method proceeds to step 2405.

At step 2405, the method utilizes the candidate adjustment value andadjustment value column as parameters to look-up from a storage medium2404 a candidate adjustment value offset (“CAV_(OFF)”). Other inputs mayalso be utilized for looking up such offset values. In some embodiments,the CAV_(OFF) corresponds to a best-measured energy savings. In anexample, the CAV_(OFF) is a value utilized to modify a candidateadjustment value by systems and methods disclosed herein. In an example,such storage medium 2404 contains one or more CAV_(OFF) values andassociated fuel savings. The method proceeds to step 2406.

At step 2403, the method acquires the current adjustment results, suchas energy consumption, and stores such results in a storage mediumcontaining the currently applied CAV_(OFF) and the associated valueentries. In an example, the associated values may contain the RPM andengine block temperature data. In an example, the CAV_(OFF) starts atzero when the learning is initiated and/or revalidated. The storagemedium may be in a vehicle or on a network and stores the adjustmentresults with their associated observed savings values. Such values maybe determined through on-the-fly computations assuming the vehicle hassufficient compute power and storage capacity in addition to means toacquire fuel-flow (or power-consumption) and associated data, such asmap coordinates in an example. By applying small consecutive variationsof CAV_(OFF) with a systematic approach, the system tracks theassociated energy consumptions for later utilizations at step 2405. Inother embodiments, the adjustment results may be pre-computed inexperimental vehicles having access to fuel-flow data and several testroutes and then stored on the vehicle or on a network.

The system then proceeds to step 2406. At step 2406, the method appliesCAV_(OFF) to CAV in order to determine the post-processed value for CAV.In an example, the method utilizes the CAV_(OFF) value in a scaleroperation by multiplying CAV with CAV_(OFF): CAV=CAV*CAV_(OFF). Themethod exits at step 2499.

FIG. 22 illustrates a flowchart of a method for optionally smoothing therate of correction between any two cycles according to an embodiment.The outcome of this method is a post-processed CAV that may result in aless significant adjustment to the input control value by systems andmethods disclosed herein.

The method is entered at step 2501. At step 2502, the method determineswhether the change in the value of CAV between any two cycles exceeds amaximum rate change value (“MRC”). This value may be preset by themanufacturer and/or fleet operator or may be adjusted dynamically in alearning system. In some embodiments, the method queries whether theabsolute value for the CAV for the current cycle minus the CAV for theprevious cycle (“CAV_([CURR-1])”) is less than the MRC value. If it isdetermined that the change in CAV is less than the MRC at step 2502,then the method proceeds to step 2506. If it is determined that thechange in CAV does is more than the MRC at step 2502, then the methodproceeds to step 2503.

At step 2503, the method queries whether the current CAV is greater thanCAV_([CURR-1]). If it is determined YES at step 2503, then the methodproceeds to step 2505. If it is determined NO at step 2503, then themethod proceeds to step 2504.

At step 2505, the method sets the candidate adjustment value equal tothe last candidate adjustment value plus the maximum rate change value:CAV=CAV_([CURR-1])+MRC. The method proceeds to step 2506.

At step 2504, the method sets the candidate adjustment value equal tothe last candidate adjustment value minus the maximum rate change value:CAV=CAV[CURR-1]−MRC. The method proceeds to step 2506.

At step 2506, the method sets CAV_([CURR-1]) equal to CAV and stores thevalue for CAV_([CURR-1]), such as in a buffer utilized in subsequentcycles. The method then proceeds to step 2599. At step 2599, the methodexits. It is understood that alternative algorithms can be used tocompute the CAV.

FIG. 23 illustrates a flowchart of a method of applying the candidateadjustment value to adjust the input control value according to anembodiment. The outcome of the method is an adjusted input control valuethat is communicated by systems and methods described herein to the nextsystem or process that uses this value. In an example, the methodfunctions within step 2104 of FIG. 19. The method enters at step 2601.

At step 2602, the method determines whether the value for AICV in theprevious cycle (“AICV_([CURR-1])”) is greater than the current ICV. Ifit is determined YES at step 2602, then the method proceeds to step2604. If it is determined NO at step 2602, then the method proceeds tostep 2603.

At step 2603, the method utilizes target approximation to compute theadjusted input control value utilizing the difference between the inputcontrol value and the candidate adjustment value, or the post-processedcandidate adjustment value if post-processing was optionally performed.In an example, such computation may utilize the formulaAICV=(ICV−AICV_([CURR-1]))*CAV+AICV_([CURR-1]). The method then proceedsto step 2605. It is understood that alternative algorithms can be usedto compute AICV. It is also understood that the specific algorithm usedcan be implementation specific.

At step 2604, the method utilizes asymmetric adjustment. In an example,such method may be preferred by a manufacturer to adjust for releases inpressure (decelerations) on a vehicle accelerator pedal. In an example,such method maximizes the rate of deceleration by setting the adjustedinput control value equal to the input control value withoutmodification: AICV=ICV. It is understood that alternative methods ofadjustment can be applied in the case where the last value of AICV isgreater than the ICV. The method then proceeds to step 2605.

In an example of symmetric adjustment, at step 2604 the method utilizestarget approximation to compute the adjusted input control valueutilizing the difference between the input control value and thecandidate adjustment value. Such a method may be a better choice for asteering control on an aircraft, where the manufacturer policy seeksequal rates of adjustments in multiple directions. In some embodiments,such computation may utilize the formulaAICV=(AICV_([CURR-1])−ICV)*CAV+AICV_([CURR-1]). The method then proceedsto step 2605. It is understood that alternative algorithms can be usedto compute AICV. It is also understood that the specific algorithm usedcan be implementation specific.

At step 2605, the method sets the value for the previous adjusted inputcontrol value equal to the current adjusted input control value, such asAICV_([CURR-1])=AICV. In some embodiments, at step 2604 the method alsostores the AICV_([CURR-1]), such as in a buffer. The method thenproceeds to step 2699. At step 2699, the method exits. In an example,the method proceeds to step 2199 depicted in FIG. 19.

Power Supply Embodiment

As discussed above in conjunction with FIGS. 2A, 2B, 3, 4, and 5, theexample input control circuit 100 is connected in-line between the inputcontrol detection unit 101 and the output receiving unit 112. FIGS. 4and 5 show, for example, that the input control circuit 100 is connectedto the wiring harness 303 between the accelerator pedal position sensor302 (e.g., the acceleration pedal position detector/sensor 201) and theengine controller 213. Such a configuration enables the input controlcircuit 100 to adjust an input control signal from the accelerator pedalposition sensor 302 to account for unintentional force applied by a userto acceleration pedal 301.

As mentioned above, the input control circuit 100 may be an aftermarketaddition to the vehicle. Adding aftermarket electronic devices to avehicle can be challenging, especially with regard to obtaining power.Typically, aftermarket electronic devices are connected to an availableslot in a power junction box within a vehicle using an independent oraftermarket wiring harness. Connecting to a junction box providessignificant power for the aftermarket electronic devices with minimalaffects to the vehicle's power system. However, this requires routing atleast one power and ground wire of the aftermarket wiring harnessthrough a dashboard or other interior components to reach the junctionbox. Routing the wires may include drilling holes in the dashboard,which is usually not desired. In some cases, the physical modificationto the vehicle may void a warranty or service contract.

Another issue with manual routing of an aftermarket wiring harness isthat each vehicle make and model are different. Thus, a routing that isappropriate for one vehicle model may not be appropriate for othervehicle models. This means that a separate routing configuration isneeded for each model, thereby increasing the complexity for aftermarketinstallers.

Yet another issue with the manual routing is that a power junction boxmay not have an available slot or may not have a slot with a voltageneeded by the aftermarket electronic device. For instance, a powerjunction box may only have available slots that provide 5 volts. Anaftermarket device that requires 12 volts would not be capable of beinginstalled in this situation.

As an alternative to routing an aftermarket wiring harness, anaftermarket device may include batteries. While the batteries providesufficient power in the short term, depending on power consumption, thebatteries may need to be changed frequently. End-users are already waryof replacing batteries, let alone, having to replace batteries for anaftermarket device in a vehicle. Further, end-users may become annoyedif the aftermarket device runs out of battery power while the vehicle isbeing operated, especially while being stuck in traffic or driving lateat night.

The example input control circuit 100 disclosed herein is configured toavoid the problems discussed above by being adapted to connect to one ormore power supply wires in the wiring harness 303 to obtain power.Connecting the input control circuit 100 to the wire harness 303eliminates the need to route wires to another part of the vehicle.Further, connecting to the wire harness 303 enables the input controlcircuit 100 to be installed relatively easily regardless of the vehiclemodel.

FIG. 24A shows a diagram of input control circuit 100 of FIGS. 3 to 5,according to an example embodiment of the present disclosure. The inputcontrol circuit 100 includes a first connector 2702 that is adapted tobe connected to the wire harness 303, which connects to an ECU, such asthe engine/motor control module 212 of FIG. 3. The input control circuit100 also includes a second connector 2704 configured to connect to oneor more acceleration pedal position sensor(s) 201 of the accelerationpedal 301 of FIG. 5. The input control circuit 100 accordingly connectsinline between the wire harness 303 and the acceleration pedal 301 tofacilitate easy aftermarket installation.

FIG. 24A also illustrates an LED 2706 on the input control circuit 100.The example LED 2706 may illuminate when the input control circuit 100is connected successfully between the acceleration pedal 301 and thewire harness 303. As described in more detail below, power from thepower and ground lines of the wire harness 303 may be used to illuminatethe LED 2706 in addition to providing power for a processor within theinput control circuit 100.

FIG. 24B shows a diagram of the input control circuit 100 of FIG. 24Aconnected to a pedal housing 3001 of the acceleration pedal 301,according to an example embodiment of the present disclosure. The pedalhousing 3001 includes position sensor(s), which output signalsindicative of a position of the acceleration pedal 301. The secondconnector 2704 of the input control circuit 100 is connected to aconnector of the pedal housing 3001. The wire harness 303 is connectedto the first connector 2702. Normally, without the input control circuit100, the connector of the pedal housing 3001 is connected directly tothe wire harness 303.

In some embodiments, the connector on the pedal housing 3001 may bereplaced by a wire harness. For example, some heavy-duty vehicles suchas buses and combat vehicles have a wire harness that extends from thepedal housing. The harness terminates with a connector, which is adaptedto connected to the wire harness 303 leading to the ECU. In theseembodiments, the input control circuit 100 is configured to be connectedbetween the wire harness 303 and the wire harness extending from thepedal housing 3001.

FIG. 25 shows a diagram of the wiring harness 303 of FIG. 5 connected tothe pedal housing 3001 without the input control circuit 100, accordingto an example embodiment of the present disclosure. In the illustratedexample, the wiring harness 303 is connected to acceleration pedalposition sensors 201 a and 201 b, which are located in proximity andconnected to the acceleration pedal 301 (as shown from aside-perspective view). The wiring harness 303 is also connected throughdashboard 3000 (or an under-dash panel) to the engine controller 213 orsimilar vehicle controller such as a powertrain control module (“PCM”)or throttle actuator control (“TAC”) module.

As described above, the acceleration pedal position sensors 201 a and201 b are configured to detect a position of the acceleration pedal 301and transmit an analog and/or digital signal indicative of the detectedposition. The acceleration pedal position sensors 201 a and 201 b may belocated within the accelerator pedal housing 3001 that is mechanicallyconnected to (or otherwise includes) the accelerator pedal 301. In otherinstances, the accelerator pedal housing 3001 may be located in thedashboard 3000 or within the engine controller 213.

The wiring harness 303 includes two sets of wires 3002 a and 3002 b. Afirst set of wires 3002 a is configured to electrically connect to afirst acceleration pedal position sensor 201 a and a second set of wires3002 b is configured to electrically connect to a second accelerationpedal position sensor 201 b. Each set of wires 3002 includes a harnesspower wire 3004, a harness ground wire 3006, and a harness signal wire3008. Collectively, each set of wires 3002 in conjunction with therespective acceleration pedal position sensor 201 comprises anacceleration pedal position (“APP”) circuit.

The harness power wire 3004 is configured to provide a voltage, withrespect to the harness ground wire 3006, to the acceleration pedalposition sensor 201. The voltage may be between 2.2 volts and 14 volts,more preferably between 5 volts and 12 volts. The voltage is provided bya power regulator in the engine controller 213. The example harnessground wire 3006 is configured to provide a reference potential for theacceleration pedal position sensor 201 and is provided by the powerregulator in the engine controller 213. The example harness signal wire3008 is configured to provide a signal, from the acceleration pedalposition sensor 201, that is indicative of a pedal position of theacceleration pedal 301. The signal is transmitted from the accelerationpedal position sensor 201 to the engine controller 213.

It should be appreciated that while each of the sets of wires 3002 isshown with three different wires, the sets may include additional wires.For example, a wire set may include two or three harness signal wires,which may provide redundant signals or differential signals. Further, itshould be appreciated that the accelerator pedal housing 3001 mayinclude additional acceleration pedal position sensors or other types ofsensors (e.g., force sensors). Moreover, in instances where theacceleration pedal position sensor 201 is configured to communicatedigitally with the engine controller 213, the set of wires 3002 mayinclude one or more communication wires (e.g., wires connected to aController Area Network (“CAN”)) that are connected to the enginecontroller 213, other modules, or a vehicle communication bus.

FIG. 26 shows a diagram of the wiring harness 303 of FIG. 5 electricallyconnected to the input control circuit 100 of FIGS. 2 to 5, according toan example embodiment of the present disclosure. In this example, theinput control circuit 100 is an aftermarket device that is installedin-line with or connected to a connector of the accelerator pedalhousing 3001. As discussed above, signal leads (of the pedal housing3001 or related harness) from the acceleration pedal position sensors201 are connected to the input interface 105 of the input controlcircuit 100. In addition, harness signal wires 3008 of the wire harness301 to the engine controller 213 are connected to the output interface111. In other words, the input control circuit 100 connects between thecontinuous harness signal wire 3008 to the engine controller 213 and thesignal leads in the accelerator pedal housing 3001.

In addition, a first power supply line 3102 a (of the first connector2702) of the input control circuit 100 is connected to the first harnesspower wire 3004 a and a second power supply line 3102 b (of the firstconnector 2702) is connected to the second harness power wire 3004 b.Further, a ground line 3108 of the input control circuit 100 (of thefirst connector 2702) is connected to either (or both) of the firstharness ground wire 3006 a or the second harness ground wire 3006 b.Moreover, the first and second power leads of the second connector 2704of the input control circuit 100 are connected respectively to first andsecond power leads of the pedal housing 3001, which are normally adaptedto be connected to the first and second power supply lines 3102 a and3102 b. Also, the first and second ground leads of the second connector2704 of the input control circuit 100 are connected respectively tofirst and second ground leads of the pedal housing 3001, which arenormally adapted to be connected to the first and second ground lines3106 a and 3106 b.

In the above-described configuration, the input control circuit 100 isconnected in parallel to the acceleration pedal position sensors 201with respect to the power and ground of the wires sets 3002 a and 3002 band corresponding leads of the connector of the pedal housing 3001(while the harness signal wires 3008 are connected in series with theinput control circuit 100). It should be appreciated that a ground line3108 may be connected to each of the harness ground wires 3006 to evenlydistribute or balance the reference potential connection to avoid apotential imbalance between the APP circuits. The connection of thepower supply lines 3102 to the respective harness power wires mayinclude a solder connection, a clip connection, a wire-spliceconnection, and/or a wire T-junction connection.

The power supply lines 3102 are connected together via a power combinercircuit 3104. In some embodiments, the power combiner circuit 3104 mayinclude a wire junction to combine the respective currents. In otherembodiments (as shown in FIG. 26), the power combiner circuit 3104includes diodes 3106 connected respectively to each power supply line3102 to prevent current back flow to the wiring harness 303 (or currentflow between the harness power wires 3004). The diodes 3106 may include,for example, Zener diodes.

Inputs of the diodes 3106 may be directly electrically connected to therespective power supply lines 3102. The outputs of the diodes 3106 areelectrically connected together (at a node) to sum the currents fromeach of the power supply lines 3102 prior to entering the interfacecircuit 105 and/or processing module 106 of the input control circuit100. While the power supple lines 3102 and power combiner circuit 3104are shown as being external from the input control circuit 100, in otherexamples the power supple lines 3102 and power combiner circuit 3104 maybe included within and/or integrated with the input control circuit 100.

In the illustrated example, each of the acceleration pedal positionsensors 201 comprises relatively low-power Hall-effect sensors. Forexample, each acceleration pedal position sensor 201 may requireanywhere between 3 milliamps (“mA”) to 10 mA of current to operateaccording to specification. Accordingly, each of the harness power wires3004 is configured to provide (i.e., the engine controller 213 isconfigured to provide) sufficient current to meet the requirements ofthe respective acceleration pedal position sensor 201. Generally, eachof the harness power wires 3004 is configured to provide a currentbetween 5 mA to 15 mA depending on the current draw of the accelerationpedal position sensor 201. This usually leaves between 2 mA and 10 mA ofunused current per harness power wire 3004.

In some instances, the input control circuit 100 may be connected toonly a single harness power wire 3004. However, this approach hascertain limits and risks. For instance, relatively low available poweron a single circuit (compared to dual circuits) intrinsically limits thecomputational resources of the input control circuit 100. This in turnlimits the execution speed and sophistication of the underlyingalgorithms utilized to generate performance gains. Moreover, by drawingpower from a single APP circuit, this approach generates a continualload imbalance unanticipated by the vehicle manufacturer. In somevehicle models, this load imbalance may be enough to cause the enginecontroller 213 to generate an error and enter a speed-limited modeimmediately upon installation of the input control circuit 100. In othermodels, errors may be generated randomly due to manufacturing tolerancesor as the available power fluctuates on the harness power wires 3004.

Additionally, the input control circuit 100 (e.g., the processor 106)may draw more current than allowed in the budget, which can starve theaccelerator pedal position sensor 201 of needed current to operate. Ifinsufficient current is available for the sensor 201, the enginecontroller 213 is configured to detect the sensor 201 is not operatingproperly and generate a diagnostic trouble code. In an example, theengine controller 213 may detect that a signal, from the sensor 213provided on the harness signal wire 3008, is below a specifiedthreshold. In response to this type of error, the engine controller 213registers the error, turns on the “check engine” light, and typicallyreduces the vehicle's maximum speed to a preprogrammed limit set by themanufacturer (usually less than 25 MPH). The vehicle is still mobile butnot permitted to exceed this limit until the problem is fixed and (inmost cases) the engine controller 213 is reset.

The low power budget afforded the input control circuit 100 also affectsthe rating and quality of active components used by manufacturer tobuild the physical circuit. In practice, this means that instead ofusing true automotive-grade components, which can require more power,aftermarket manufacturers may instead prefer less robustindustrial-grade components. The latter are not designed for long-termuse in an automotive environment and can fail prematurely.

In contrast to connecting the input control circuit 100 to only a singleharness power wire 3004, FIG. 26 shows that the input control circuit100 is connected to both harness power wires 3004. Connecting the inputcontrol circuit 100 to both harness power wires 3004 approximatelydoubles the available current to between 4 mA and 20 mA. This enablesthe input control circuit 100 to provide more current-consuming featureswithout affecting performance of the accelerator pedal position sensors201. For instance, the input control circuit 100 may be adapted toinclude automotive-grade microcontrollers with faster processors and/orlarger memory capacities. Further, the higher current budget enablesvoltage regulators and filters to be used to remove undesired transientwaveforms on the power supply line. For instance, a low-pass filter maybe provided for each of the power supply lines 3102 (or after thecombination of the power supply lines). Additionally or alternatively, acapacitor may be placed between the power supply lines 3102 to smoothspikes in the supply voltage.

The connection of the input control circuit 100 (e.g., the processor106) to both harness power wires 3004 also balances the load for each ofthe sensors 201. The balancing of the load prevents the enginecontroller 213 from detecting a load imbalance and generating adiagnostic trouble code or fault code. Further, the connection of theinput control circuit 100 to both harness power wires 3004 reduces oreliminates the chances that the sensor 201 will not have sufficientpower to operate properly. It should also be appreciated that theconnection of the input control circuit 100 to both harness power wires3004 preserves the original redundancy and harness configuration of theAPP circuits.

In some instances, the example input control circuit 100 may include apower buffer. FIG. 27 shows an example diagram of the input controlcircuit 100 of FIG. 26 with a capacitor power buffer 3200, according toan example embodiment of the present disclosure. In other examples, thepower buffer may include a rechargeable battery and/or a combination ofcapacitor(s) with a battery. As illustrated in FIG. 26, the power buffer3200 is connected to an output of the diodes 3106. Specifically, a firstlead of the capacitor power buffer 3200 is connected to a node, which isdirectly electrically connected to outputs of the diodes 3106. A secondlead of the capacitor power buffer 3200 is electrically connected to theground lime 3108.

The example power buffer 3200 is configured to store a charge to supportcomponents that may periodically require higher currents. As mentionedabove, the input control circuit 100 is configured to operate with arelatively low current. However, some features, such as wirelesstransmission, may require consumption of higher currents. The powerbuffer 3200 is configured to store sufficient current to support thesehigher current-consuming operations. The power buffer 3200 may becharged from excess current not consumed by, for example, the processingmodule 106 of the input control circuit 100. Then, during periods whenhigher current is needed, the input control circuit 100 drains the powerbuffer 3200 to support the desired operation. As an example, the inputcontrol circuit 100 may include a Bluetooth® or Wi-Fi wirelesstransceiver that is configured to transmit and receive information inshort bursts. The power buffer 3200 is configured to provide enoughpower to support the short bursts to enable wireless transmission ofinformation. This enables the input control circuit 100 to communicatewirelessly with force detection sensors 102 and/or the adjustment modedetection unit 104, thereby reducing a number of wires needed to berouted through the vehicle.

As disclosed herein, the input control circuit 100 is configured toconnect to two APP circuits. It should be appreciated that in otherexamples, the input control circuit 100 is configured to connect tothree or more APP circuits. For instance, if there are three APPcircuits, the input control circuit 100 is adapted to include a thirdpower supply line 3102, which is combined in the power combiner circuit3104 with the other two power supply lines. Such a configurationapproximately triples the amount of current available to the inputcontrol circuit 100 compared to a single connection to one APP circuit.

In some embodiments, the input control circuit 100 may include featuresthat reduce or stop current draw to prevent one or both of theacceleration pedal position sensors 201 from being starved of current.FIG. 28 shows a diagram of the input control circuit 100 of FIG. 26 witha power switch 3300, according to an example embodiment of the presentdisclosure. The input control circuit 100 also includes a currentmonitor 3302 configured to sense or monitor a current draw by theprocessing module 106, or more generally, the input control circuit 100.

For instance, the current monitor 3302 may sense a current draw on thepower supply lines 3102. After detecting that the current draw exceeds apredetermined threshold, the current monitor 3302 causes the powerswitch to actuate from a closed state or an open state. Actuation to theopen state disconnects the power supply lines 3102 electrically from theprocessing module 106, or more generally the input control circuit 100,thereby stopping the current draw. This ensures that sufficient currentis available for the sensors 201 without affecting critical vehicleoperations.

Once current is restricted from the input control circuit 100,operations performed by the processing module 106 are ceased. Thisincludes adjusting acceleration pedal position signals from theacceleration pedal position sensors 201. In some cases, the inputcontrol circuit 100 is configured to enable the signals from the sensors201 to pass through to the engine controller 213 when the circuit 100 isnot powered or operational. In other instances, the input controlcircuit 100 includes pass-through switches 3304 that are configured tobypass the processing module 106 to directly connect the sensors 201with the engine controller 213. For instance, the pass-through switch3304 a is connected to the first harness ground wire 3006 a and thepass-through switch 3304 b is connected to the second harness groundwire 3006 b. The current monitor, upon (or before) causing the powerswitch 3300 to actuate to the open state, causes the pass-throughswitches 3304 to actuate to a closed state. Such a configuration ensuresthe acceleration pedal position signals reach the engine controller 213when the input control circuit 100 is turned-off for consuming currentabout a threshold.

CONCLUSION

The above method and system have been described in both general termsand more specific terms, including a small sample of exemplaryapplications. In another application, beyond using the input controlsystem and method for dithering, the system and method can also beapplied to a process to smooth the rate of acceleration, for example, toapply a software governor, if a vehicle, such as a transit bus, isrunning early or, contrarily, unleash more horsepower if the vehicle isbehind schedule. The system can be highly dynamic, with available powerand maximum acceleration rate for each specific transit bus increasingor decreasing just slightly in response to its position at a given timeon a coordinate map.

The present application has been described in terms of specificembodiments incorporating details to facilitate the understanding of theprinciples of construction and operation of the vehicle input controlsystem. Many of the components shown and described in the variousfigures can be interchanged to achieve the results necessary, and thisdescription should be read to encompass such interchange as well. Assuch, references herein to specific embodiments and details thereof arenot intended to limit the scope of the claims appended hereto. It willbe apparent to those skilled in the art that modifications can be madeto the embodiments chosen for illustration without departing from thespirit and scope of the application.

The invention is claimed as follows:
 1. A vehicular acceleration inputcontrol apparatus comprising: a power circuit adapted to be electricallyconnected to a wiring harness that connects a vehicular control moduleto accelerator pedal position sensors, which are connected to anacceleration pedal, the wiring harness including (i) a first harnesspower wire, a first harness ground wire, and a first harness signal wireadapted to be connected to a first acceleration pedal position sensor,and (ii) a second harness power wire, a second harness ground wire, anda second harness signal wire adapted to be connected to a second pedalposition acceleration sensor, the power circuit including: a first powersupply line adapted to be connected to the first harness power wire, asecond power supply line adapted to be connected to the second harnesspower wire, and a ground line adapted to be connected to at least one ofthe first harness ground wire and the second harness ground wire; and aprocessor electrically connected to and configured to receive power fromthe power circuit, the processor configured to: receive accelerationinput control signals from the acceleration pedal position sensors,provide an adjustment to the acceleration input control signals based oninstructions stored in a memory communicatively coupled to theprocessor, and transmit the adjusted acceleration input control signalsto the vehicular control module via the first harness signal wire andthe second harness signal wire.
 2. The vehicular acceleration inputcontrol apparatus of claim 1, wherein the power circuit and theprocessor are connected to the wiring harness in parallel with theacceleration pedal position sensors.
 3. The vehicular acceleration inputcontrol apparatus of claim 1, wherein the first power supply lineincludes a first diode and the second power supply line includes asecond diode, and wherein the first power supply line is electricallyconnected to the second power supply line at an output of the firstdiode and an output of the second diode.
 4. The vehicular accelerationinput control apparatus of claim 3, wherein the power circuit includes apower buffer electrically connected to the output of the first diode andthe output of the second diode.
 5. The vehicular acceleration inputcontrol apparatus of claim 4, wherein the power buffer includes at leastone of a capacitor and a battery.
 6. The vehicular acceleration inputcontrol apparatus of claim 4, further comprising: a wireless transceiverconfigured to receive information related to the adjustment of theacceleration input control signals, wherein the power buffer isconfigured to provide power to the wireless transceiver during bursttransmission of messages or burst reception of the information.
 7. Thevehicular acceleration input control apparatus of claim 1, wherein theprocessor is configured to operate with a specified current that is lessthan a sum of available current provided by the first harness power wireand available current provided by the second harness power wire.
 8. Anacceleration input control apparatus comprising: a power circuitelectrically adapted to be connected to a wiring harness between acontrol module and an accelerator pedal position sensor, the wiringharness including (i) a first harness power wire, a first harness groundwire, and a first harness signal wire adapted to be connected to theacceleration pedal position sensor, and (ii) a second harness powerwire, a second harness ground wire, and a second harness signal wireadapted to be connected to the pedal position acceleration sensor, thepower circuit including: a power combiner circuit electrically connectedto the first harness power wire and the second harness power wire; and aprocessor electrically connected to and configured to receive power fromthe power circuit, the processor configured to: receive accelerationinput control signals from the acceleration pedal position sensor,provide an adjustment to the acceleration input control signals based oninstructions stored in a memory communicatively coupled to theprocessor, and transmit the adjusted acceleration input control signalsto the control module via the first harness signal wire and the secondharness signal wire.
 9. The vehicular acceleration input controlapparatus of claim 8, wherein the processor is electrically connected toat least one of the first harness ground wire and the second harnessground wire.
 10. The vehicular acceleration input control apparatus ofclaim 8, wherein first harness power wire and the second harness powerwire are configured to provide a voltage between 2.2 volts and 14 voltswith respect to the ground power wires.
 11. The vehicular accelerationinput control apparatus of claim 8, wherein the first harness power wireand the second harness power wire are configured to provide a samevoltage.
 12. The vehicular acceleration input control apparatus of claim8, wherein the power combiner is configured to prevent a generation bythe control module of at least one of (i) a low power diagnostic troublecode, and (ii) a load imbalance diagnostic trouble code.
 13. Thevehicular acceleration input control apparatus of claim 8, wherein theacceleration input control signals are at least one of analog anddigital signals.
 14. The vehicular acceleration input control apparatusof claim 8, wherein the processor is configured to receive power fromthe control module via the wiring harness.
 15. A vehicular accelerationinput control apparatus comprising: a power circuit adapted to beelectrically connected to a wiring harness that connects a vehicularcontrol module to accelerator pedal position sensors, which areconnected to an acceleration pedal, the power circuit including: a firstpower supply line adapted to be connected to a first harness power wireof the wiring harness, a second power supply line adapted to beconnected to a second harness power wire of the wiring harness, and aground line adapted to be connected to at least one of a first harnessground wire and a second harness ground wire of the wiring harness; anda processor electrically connected to and configured to receive powerfrom the power circuit, the processor configured to adjust accelerationinput control signals, received from the respective acceleration pedalposition sensors, for transmission to the vehicular control module. 16.The vehicular acceleration input control apparatus of claim 15, whereinthe wiring harness includes a third harness power wire, a third harnessground wire, and a third harness signal wire connected to a third pedalposition acceleration sensor, and wherein the power circuit includes athird power supply line adapted to be connected to the third harnesspower wire.
 17. The vehicular acceleration input control apparatus ofclaim 15, wherein the power circuit includes a first diode with an inputdirectly electrically connected to the first power supply line and asecond diode with an input directly electrically connected to the secondpower supply line, and wherein an output of the first diode iselectrically connected to an output of the second diode at a node. 18.The vehicular acceleration input control apparatus of claim 17, whereinthe power circuit includes a power storage capacitor with a first leadelectrically connected to the node and a second lead electricallyconnected to the ground line.
 19. The vehicular acceleration inputcontrol apparatus of claim 17, wherein at least one of the power circuitand the processor includes: a current monitor configured to sense acurrent draw from the first power supply line and the second powersupply line; and a power switch configured to actuate to an open stateto disconnect the first power supply line and the second power supplyline from being electrically connected to the processor responsive tothe current monitor sensing that the current draw exceeds apredetermined threshold.
 20. The vehicular acceleration input controlapparatus of claim 17, wherein the processor includes a pass-throughswitch that is configured to actuate to a closed state to enable thefirst harness signal wire and the second harness signal wire to bypassthe processor and electrically connect to the vehicular control moduleresponsive to the power switch activating to the open state.